Variance

The surprising Toyota F3R, which makes its debut at the North American International Automobile Show on Monday, is an exercise in providing “maximum space, efficiency and athletic style” from the combined concepts of “box” and “wedge.” It is a creative, sporty extension of a concept all but forgotten in today’s automotive world –- the minivan. The project was a joint undertaking of Calty Design Research, Toyota’s California design studio, and the company’s California-based Advanced Product Strategy group. It was commissioned because of changes in the minivan market. “While the loyalty of minivan buyers is very high, the inflow of new buyers to the segment is low,”said John Simmons, national manager, Advanced Product Strategy, Toyota Motor Sales, U.S.A., Inc. “It continues to fall from a high of about 900,000 new buyers to the segment in 1994 to about 500,000 in 2005. Additionally, the median age of the minivan buyer, currently 51, is increasing more rapidly than in other segments of the industry.”Yet we know that in spite of their stigma, minivans are great vehicles. The fundamentals make total sense. There is no more efficient vehicle,” said Simmons. “The F3R is about taking a mainstream product with a specific identity and trying to go way beyond that image,” said Kevin Hunter, vice president, Calty Design Research Inc. “With its expressive design and excitement, we think it’s something you’d want to drive because you desire it, not just because you need it for its function. We think that it expands the boundaries of the genre.” Starting with a simple, blue-sky request for a three-row concept vehicle, Ian Cartabiano, the Project Chief Designer for the vehicle’s exterior, and Alan Schneider, Project Chief Designer for the F3R’s interior, began readying sketches depicting an adaptable performance vehicle oriented toward a young family. The decision to explore the possibilities of three-row seating made sense. “It’s the most practical package there is. It’s useful and versatile. But it’s most often associated with minivans, and there’s a stigma associated with minivans,”said Cartabiano. “I think that today’s young drivers see the minivan as the vehicle they were carted around in when they were kids. It’s their parents’ car. They don’t want anything to do with one.” Cartabiano and Schneider began the project by listing positive attributes of the minivan. These included its space efficiency, versatility, roominess, handling, fuel efficiency and ride quality. “We wanted to keep those, but we wanted to add styling and image. We needed performance and aggressive, upscale styling to attract male buyers, young professional women and families,” said Cartabiano. “So the challenge was to revitalize what a three-row vehicle could be. We needed to appeal to more people, with more functions for the lifestyles of buyers who are outside the definition of the usual minivan buyer. This vehicle needed to show the advantages of what three rows can do as a way of serving a market that’s mostly being ignored,” said Schneider. Hunter explained, “We know how vans are used and how they’re configured. We wanted to look at the social aspect, and at how we could use an interior to bring families closer together to enhance their experience. So we created this relaxed lounge environment.” Which raises the question, why a lounge interior in a motor vehicle? Schneider has a ready answer: “Younger people are hanging out in their cars. When they do that, the car becomes an entertainment area. The F3R expands on that concept. It’s a sophisticated extension of the home.” To create that extension, the design team came up with three very modern looking sets of seats. Each is unique, composed of modern, metal-edged bottoms and asymmetrical backs whose symmetry is completed by semi-integrated headrests. They can provide roomy, comfortable seating for eight adult passengers. Up front, the driver’s seat reclines and swivels, and the passenger seat reclines to form a comfortable chaise. In the middle, the right and center sections of the 40/20/40-percent second-row seats fold into the floor and the left-hand seat reclines fully to form, with the rearmost or third row, an avant-garde sofa built around the sort of conversation area you might find in an upscale home. This is surrounded by a casual, wrap-around backrest formed by the continuous, flowing curve of the instrument panel, doors and rear seatback panels. These are accented by fiber-optic lighting panels in the seat sides, and in the F3R’s right-center grand entry, that can be lit to provide illumination during lounge chat sessions. But there’s more to do here than just chat. That’s because Schneider equipped the F3R with two track-mounted flat-panel video screens. These allow the vehicle’s occupants to enjoy movies or games whenever they want, and to do so in complete comfort, with control supplied by an audio/video/lighting remote unit that docks in the F3R’s dash. The lounge mode would be useful any time the vehicle is not moving, Schneider said, adding, “It would be ideal when you take the kids to games or sporting events, or when you’re just hanging out with friends. It’s a living room away from home.” But if the F3R is a living room away from home, it also offers a very comfortable and very useable motor-vehicle interior. Seating, in transport mode, is stadium-style, with each row just a little higher than the row in front of it to provide optimal passenger comfort and visibility. And it provides convenient three-door access on both sides to reflect adult-size space in all three rows. To enhance the F3R’s utility, its center-row seats stow individually, and the center seat in the middle row can be configured as a “front-and-center”child seat. Schneider took special care to design a unique three-tier instrument panel that is, like the interior itself, dual-mode. He explained, “The upper strip, right below the windshield, has two modes – one for driving and one for lounge. When driving, it has warning lights, the transmission shift indicator, a clock and some audio. When in lounge mode, it turns an ambient blue. “The second tier is the main meter panel for the driver. It houses all the driving functions - the speedometer, the tachometer, the fuel gauge, the screen for a navigation system and the multi-info screen for the hybrid system monitor. The lower tier is the control board with switches for controlling lights and the climate control, supplemented of course by steering-wheel switches.” But that’s not all. On the far right-hand side of this lower panel is the detachable remote-control module that can be taken into the F3R’s lounge to control the audio and video systems and the lounge lighting. Schneider’s design emphasizes environmentally sensitive materials, in keeping with the theme of environmental sensitivity suggested by the Hybrid Synergy Drive badging on the F3R. These materials include floor panels made from Ecoresin, a specially formulated resin that can be recycled; and a skin-friendly simulated leather seating material called Mythos that, unlike most plastics, does not produce the harmful chemical dioxin when it is burned. Cartabiano’s starting point for the F3R’s exterior shape, meanwhile, featured a van that conveyed maximum volume, with a tall, wedged body shape that incorporated wide, dynamic shoulders, with its sporty 22-inch wheels and wide performance tires planted at the extreme boundaries of all four corners. “Our thought was, don’t lose the space, do gain the performance,” explained Cartabiano. He added, “But we needed to package all that interior space. So we started with that iconic wedge shape and a high beltline. And I wanted it to have an aggressive, strong face.” Cartabiano continued, “Today’s minivans have a needle-nose quality. Everybody is trying to push the front really low to try to disguise the fact that the vehicle is a van. We didn’t want to do that. We wanted this bold, in-your-face front end. We wanted to create presence. We want this thing recognizable. When they see it in their rearview mirrors, we want people to say, ‘Oh yeah, that’s the Toyota F3R!’” Additionally, said Hunter, the design team wanted to add a quality known as “the J-factor”to the design of the F3R’s nose. Hunter explained, “We define ‘J-factor’ as design elements rooted in Japanese culture that are common to Toyota as a Japanese company and will appeal to American tastes. There are a lot of vans with robust noses driving around in Japan and we are trying to impart some of that thinking into the F3R.” What the team wound up with just might be one of the more unique and recognizable front-end treatments to be seen in a while. To get there, Cartabiano started with a front-three-quarter view so he could concentrate on a nose with sculpted, high-mounted headlamps, which help hide the front fascia’s corners, and on its wedge profile. Cartabiano explained, “One of our main things is the wedge, the iconic profile. Most minivans taper toward the back. We tried to go against that grain. The sideline of the roof rises toward the back to provide room for our three rows of seating. The floor rises for stadium seating, and this wedge allows you do to this. The result is that the third row no longer is punishment, no longer is the penalty box that you don’t want to ride in. It has just as much room as the first and second rows.” With the basic shape of the F3R set in his mind, and with a front-end concept sketched, Cartabiano began thinking of the rest of the F3R’s surfaces, using what he describes as “wet and dry surface taste.” For the F3R’s flanks, he chose a highly sculpted, flowing – or wet – shape, with fender flares smoothly integrated into the body. And for the nose and rear he went the opposite direction, choosing very clean lines and surfaces that are very simple – or, in designer-speak, dry. Then he applied some three-dimensional shaping to the beltline, or shoulder, to get the cabin inset, so that the lower body looks wider than the greenhouse, or upper cabin. And he came up with a rocker-panel section that incorporates what he calls a comet light-catch. Cartabiano said, “I wanted a really strong rocker panel that plants the car on the ground, gives it a stable stance. I call it ‘comet’ because it catches a highlight and it has a comet shape. It goes from thin to thick and then trails off like a comet tail.” “From a conceptual point of view, this an extremely roomy vehicle in an intelligently sized exterior. It has more interior space than you normally would have,” said Cartabiano. “That was done with a long wheelbase, which gives you more length inside. Moving those wheel wells out of the way is how we get the third-row row seating with a lot of legroom. And we needed headroom, so thanks to the wedge shape, the roof is higher, floor is angled and elevated to provide a better view from all the rows. Then there’s the door arrangement, with three per side, allowing access to all three rows. This is much better than what you normally would have, and it creates more the sense of a personal and sporty vehicle.” The result is that the F3R looks like a stylish performance vehicle. But the feeling inside is very airy and light. Part of that feeling is because the D pillar is angled rearward to create a wraparound rear glass that provides a widescreen view of the world outside when the vehicle is reversing. And though the F3R seems to have a high beltline, it isn’t as high as it looks. That’s the result of what the vehicle’s designers call proportion tuning. Said Cartabiano, “The cabin kind of looks chopped, but the beltline is not much higher than that of the current Sienna. This look is a trick done by lowering bottom of the car, making the body look a little thicker.” The result, of course, is a concept vehicle filled not only with intelligent drama, but with exactly the fresh take on three rows of seating, and on the usable space that vans so effectively provide, that Toyota executives were looking for. They wanted anything but a minivan. What they got was a sporty new vehicle that defies an easy label. With a dramatic, iconic shape that is as distinctive as that of the Toyota Prius and an interior that is more adaptable and more family friendly than anything previously seen, it’s reasonable to suspect that the automotive world could soon be seeing styling elements from the F3R on future Toyota production vehicles. “Certainly we are developing concept cars with the intent that they influence production cars. So we take the F3R’s packaging very seriously,” said Hunter. “We’re looking at that design very seriously to gauge its potential as a base for a production vehicle.” Source: Left Lane News

The front end is just...no. In comparison to the Enclave, this thing gets handed it's ass but I'll wait until seeing a true production Enclave to make a final assessment. I got to say, it's not looking good for the Lincoln, though.

Firefox has a tendency to play animated GIFs at hyper-speed. Other than that, it's just like using IE.

Well, just so you guys know the new Sentra photos are out there and the interior no longer looks like it's stuck in the 90s. It's actually quite nice (nothing exactly mind-blowing though).

I see no problem here. -A just registered user with zero feedback. -No pictures of a 2001 car with 150k+ miles. -He'll only take a check, cash, or money order. -No comments on the car's condition. -Very low price. What's not to trust?

Come to think of it, the Rendezvous can join the Terraza in hell. Ah what the hell, so can the Rainier. Come on, it's a Buicks-that-the-Enclave-make-look-like-garbage party.

Damn nice. They're probably going to cut back on the wood for the production version (no wood on the ceiling, for instance) but other than that and the headlights, it looks like a straight production vehicle.

Audi Roadjet Concept Jan 8, 2006 source: Audi AG Debut in Detroit: Audi is taking the wraps off a study car by the name of Roadjet Concept at the North American International Automobile Show. A vehicle that blends the latest evolutionary stage of Audi's formal idiom with an entirely new space concept. The drive technology, too, represents a new departure: on the 300 bhp 3.2 FSI engine, innovative concepts produce an unprecedented synthesis of performance, liveliness and efficiency. In conjunction with a longitudinally installed engine, the Audi Roadjet Concept is moreover the first model to feature the sporty 7-speed Direct Shift Gearbox. The study car furthermore serves as a technology demonstrator of innovative electronic systems that will be finding their way into production models in the next few years. The introduction of a new cross-manufacturer standard for car-to-car communication opens up a new dimension in safety and service. Important parameters such as safety, the traffic flow and therefore obviously also fuel economy and emissions can be influenced positively by information exchanged directly between vehicles in moving traffic. A car-to-car communication standard furthermore opens up countless new possibilities in the domains of service and comfort. One particular innovation that enhances driving fun is Audi drive select: this system enables the driver to preselect several entirely independent vehicle characteristics at the push of a button. Three modes – "comfort", "dynamic" and "sport" – alter the steering, damping and transmission response, as well as the engine map. Audi drive select thus provides access to highly distinct driving experiences that can be realised by a single vehicle, entirely as the driver sees fit. DESIGN The exterior The styling of this four-door fastback saloon is a new, distinctive interpretation of Audi design. Measuring 4.70 m in length and 1.85 m in width, the Audi Roadjet Concept respects the standard dimensions of a B-segment vehicle. However, its height of 1.55 m and the wheelbase of 2.85 m result in substantially greater spaciousness, and also give this car fundamentally new basic proportions. The decidedly short overhangs at the front and rear give the Roadjet Concept an utterly new flavour of sporting flair. The characteristic features of the front end are the dynamic tapered shape with the characteristic Audi integral single-frame grille and the large air inlets below the bumpers. Vertical slats in the single-frame grille support the prominently three-dimensional Audi badge. Concave surfaces around the highly sculpted wheel arches lend the nose extra width. Beneath the clear-glass covers of both the headlights and the rear lights, LED light units create an unmistakeable visual impact both in daylight and after dark. The high shoulders that lend the vehicle an air of power and safety are also typically Audi. The Audi Roadjet Concept moreover has a large window area, reinforcing the impression of light and spaciousness inside the vehicle. Slim roof posts and the raked rear window combine with the coupé-like roof line in producing a highly dynamic silhouette. A roof spoiler above the large rear window helps to maintain good surface contact, while visually extending the arc of the roof even further to the rear. The dynamic line above the sill, as well as the shoulder line, defines clearly horizontal overall proportions that are emphatically road-centred. A new element to Audi is the arched capping line, extending between the front and rear wheel arches. Together with the shoulder line, it produces an invigorating interplay of convex and concave surfaces. The handles are integrated flush into the door surfaces; they are extended when touched, to allow convenient opening of the doors. The impression created by the rear end, too, is decidedly dynamic: wide wheel arches, the trapezoidal tailgate and the diffuser below the bumper emphasise the sporty character of the Audi Roadjet Concept. The stepped rear lights extending well round into the sides echo this car's closest relations in design terms within Audi's current production range: the Avant models and the Sportback. The tailgate beneath the windows likewise extends well round into the sides, thus acting as a visual bridge between the rear and sides. The exhaust system's wide twin tailpipes, integrated into the striking diffuser, are another new element. THE INTERIOR Modernity and functionality, dynamic elegance and open perspectives: this is the most immediate impression of the Audi Roadjet Concept's interior. Warm, subdued earth colours contrasting with the light grey of precision metal applications create an atmosphere pitched somewhere between elegant functionality and emotional appeal. This impression is enhanced by the combining of purely functional materials such as Neoprene, at floor level, with exclusive leather. This vehicle interprets the architecture of the Audi interior in a novel way. The characteristic features include the stimulating interplay of proportions and dynamism. The instrument panel envelops the driver's and front passenger's seats in a wide, horizontally split arc. The controls and displays in the dash panel and on the centre console come across on the one hand as organically integrated and on the other as neatly structured and functional. The four individual seat pans, almost filigree in appearance and featuring integral head restraints, divide up the interior into four separate zones. Between the rear seats there is a system of rails that can accommodate options that include a storage box with centre armrest, an espresso machine or a baby carrier facing to the rear. The rear seats themselves can be adjusted along diagonal rails; when opened out into their frontmost position, a centre child's seat can be installed obliquely behind the rear seats if required. This centre child's seat is guided on rails on the movable luggage compartment floor. It can be folded over and easily removed to the rear. The load area can be further enlarged by folding the rear seat backs forward. The electrically operated movable load area floor pivots automatically to the rear, beyond the bumper, appreciably facilitating loading of the vehicle. The rail system integrated into the load area floor incorporates lashing points that can be used to secure the child seat or lash down items being carried, before the load area floor is moved forward again electrically, back into the vehicle. The convenience function on the remote control enables the driver to extend the load area floor at the same time as the tailgate is opened. The load area floor can be set to two positions inside the vehicle. Its lower position produces the maximum load area capacity; its normal level results in a level load area. Both the comfortable, relatively upright seat position with ample legroom and the ample shoulder room and headroom at all four individual seats set new standards. But superlative comfort in the Audi Roadjet Concept is not merely the result of the generous amount of space available. The deluxe automatic air conditioning with a newly developed air vent principle provides draught-free, individually variable climate control for every occupant. A Bang & Olufsen sound system purpose-developed for the Roadjet Concept provides an audio quality worthy of the concert hall. As on the A8, 14 speakers – including the extendable tweeters on the instrument panel – and an amplifier output of more than 1,000 watts produce an acoustic experience that is without equal in the automotive world. If desired, the front and rear passengers can also listen to music via Bluetooth headphones. The audio system also supports a new function that allows the occupants to converse without needing to raise their voices even when the car is travelling at high speeds. A technology by the name of Digital Voice Support (DVS) picks up the occupants' voices via microphones and reproduces them via the amplifier and speakers. Reproduction is controlled to take account of both the relative position inside the car of the person speaking and the general level of noise being generated by the vehicle. The Multi Media Interface MMI has been reconfigured in the Audi Roadjet Concept. In addition to the central 10-inch display in the instrument cluster, there are separate displays and operating units for the front and rear passengers – including a 7-inch display on the backs of the front seats for the rear passengers. An entirely new technology makes its debut here: the front passenger views information on a back-projection display on the instrument panel, which also allows them to watch TV while the car is moving. To avoid distracting the driver, this display is screened off by a shield that extends automatically out of the instrument panel. The range of functions is moreover tailored to individual requirements. Functions that classify directly as vehicle operation – such as the car setup menu – can be operated exclusively by the driver. On the other hand, the passengers can control both the infotainment system and the navigation, so that they can assist the driver with route suggestions, for instance. The Roadjet Concept does not have traditional sun visors; instead, this function is performed by the use of Vari-Light technology along the upper edge of the windscreen: the degree of transparency of the glass – and therefore of light screening – can be varied electrically, thus enabling the driver to prevent any undesirable glare. There is a further convenience feature in the rear centre armrest. On the Detroit showcar, it incorporates an espresso machine complete with water reservoir, stable cup holders for four cups and accessories. The occupants can now always enjoy a fresh cup of coffee whenever they wish, for instance during a break or while sitting in a tailback – an enticing alternative to lukewarm beverages out of a flask, and one that is bound to appeal not just to coffee connoisseurs. DRIVETRAIN Typically for an Audi study, the Roadjet Concept too is powered by an engine that heralds the shape of things to come with its innovative technology. This applies in equal measure to the 300 bhp evolutionary version of the 3.2 six-cylinder FSI engine and the sporty Direct Shift Gearbox in conjunction with quattro permanent four-wheel drive. The 3.2 FSI V6 with Audi valvelift system The 3.2 V6 FSI – which features as a basic engine with an output of 255 bhp in the Audi A8, A6 and A4 – displays all the characteristics of an ultramodern petrol engine: FSI petrol direct injection with demand-controlled fuel supply, four valves per cylinder and highly effective exhaust emission control. FSI engines develop superior power and dynamism to conventional units with indirect manifold injection – and they do so with a very high stand-ard of fuel economy. With this remarkable achievement, Audi is opening up a new dimension in the efficiency of standard petrol engines, demonstrating once again the brand’s proverbial “Vorsprung durch Technik”. The FSI petrol direct injection system confirmed its unique potential in what must be the most challenging endurance test in the world: a power unit with FSI direct injection drove the Audi R8 to victory on four occasions in the Le Mans 24 Hours. The evolutionary version that powers the Roadjet Concept includes two technologies that double the specific advantage of FSI technology. Because with a fixed intake manifold together with integral vacuum reservoir – as opposed to the variable intake manifold of the production version – the 3.2 FSI can be configured systematically as a sports engine. The six-cylinder engine in addition features a new valve control principle by the name of Audi valvelift system. In the form of two-stage cam lift adjustment, it is able to vary the degree of valve opening according to load and engine speeds. What this means in practice is that in flowing traffic, the engine produces a decidedly smooth, relaxing response to only moderate use of the accelerator pedal, with impressive pulling power in reserve that results in outstandingly low fuel consumption. But as soon as the driver ups the tempo, the 3.2 engine reveals its qualities as a highly talented athlete. It responds with bite to even minimal movements of the accelerator and moves fleet-footedly right up to the speed dictated by the limiter, which only cuts in at 7,500 rpm. What is particularly remarkable is that the power output rises constantly virtually all the way up to that point. This V6 engine delivers its maximum output of 220 kW (300 bhp) at 7,000 rpm; its peak torque of 330 Nm is available at 4,500 rpm. The Roadjet Concept 3.2 FSI accelerates to 100 km/h in 6.4 seconds, and its top speed is electronically governed at 250 km/h. No less astonishing is the average fuel consumption of this evolutionary concept: the Roadjet Concept covers 100 kilometres on just 10.4 litres of Super Plus – despite the Roadjet Concept's higher weight and larger frontal area, this figure is a few tenths of a litre better than its production counterpart in the A4 3.2 quattro, which develops 45 bhp less! The combination of FSI and Audi valvelift system unquestionably demonstrates how much potential Audi's petrol engines of the future will still be capable of mobilising, with a view to delivering even more driving fun and efficiency. And that future is not far off: the underlying technology is already so mature that it could start finding its way into production in a few months' time. The sporty 7-gear Direct Shift Gearbox The Audi Roadjet Concept is the first Audi model to feature a sporty Direct Shift Gearbox with twin clutch in conjunction with a longitudinally installed engine. It combines the advantages of a 7-speed manual gearbox with the qualities of a modern automatic transmission, thus providing a drive concept superior in every respect. The driver benefits from supreme agility and driving pleasure combined with harmonious and dynamic acceleration without interruptions to the flow of power from the engine. This is coupled with good economy thanks to low fuel consumption, and convenient operation. The basis for this new development is a three-shaft 7-speed manual gearbox which offers considerable variability in the selection of the transmission ratio. Thanks to the use of a twin multi-plate clutch with ingenious electro-hydraulic control, two gears can be engaged at the same time. So how does the Direct Shift Gearbox work? During dynamic operation of the car, one gear is engaged. When the next gearshift point is approached, the appropriate gear is pre-selected but its clutch kept disengaged. The gearshift process opens the clutch of the activated gear and closes the other clutch at the same time with a certain overlap. The gear change consequently takes place under load, with the result that a permanent flow of power is maintained. Incorporating optimum gearshift strategies, the control logic integrated in the transmission provides instantaneous, comfortable and smooth gearshifts that are virtually free of any jolts or judder. And by moving the gearshift lever in the manual gate or operating the standard-fit paddles behind the steering wheel, as on a racing car, the driver can actively influence the choice of gears and the gearshift point at any time. quattro permanent four-wheel drive quattro permanent four-wheel drive is a typical feature of all high-performance Audi models. Since revolutionising the car world when first unveiled 26 years ago, permanent four-wheel drive has long since found its way into virtually all vehicle categories – and not just at Audi. Almost one in three Audi cars sold is currently a quattro; by the end of 2005, around 2.5 million Audi vehicles with quattro permanent four-wheel drive had been built. quattro ensures excellent traction and lateral stability and minimises the effect of propulsive power on the vehicle’s self-steering properties. This is a precondition of the car's tremendous cornering speeds and high dynamic stability. A Torsen differential in the new Audi Roadjet Concept – with its longitudinally installed engine – automatically ensures the optimum distribution of power between all four wheels. The name Torsen is a combination of the terms “torque” and “sensing”. The Torsen differential is a self-locking worm gear. The advantage of this is that the locking action is only prompted by the driveline. Yet this type of differential accommodates differences in speed when the brakes are applied and when cornering. The power is normally split 40:60 between the front and rear axles, producing particularly dynamic self-steering behaviour. In extreme cases, up to 80 percent of the propulsive power can be diverted to one pair of wheels if slip is encountered. CHASSIS The Audi dynamic suspension layout of the Roadjet Concept is based on proven sports technology: the refined four-link front suspension acknowledged as a typical Audi feature, and the self-tracking trapezoidal-link rear suspension carried over from the Audi A8 and A6. The 20-inch wheels with size 245/45 R20 tyres are an impressive feature. All this results in a driving performance that stands up to any comparison in respect of dynamism and which sets the standard with regard to ease of control, even on rough terrain. This is also due in no small measure to the speed-dependent servotronic power steering featured as standard, supplementing the precise handling of the Roadjet Concept with even more sensitive steering precision. Audi dynamic steering makes its first appearance on an Audi car; this superimposed steering system adjusts the steering ratio as a function of road speed. It affords a smoother ride at high motorway speeds in the form of a more indirect ratio, coupled with directional stability that is resistant to slight movements. When the Roadjet Concept is driven sportily on winding roads, on the other hand, a more direct ratio that permits high steering precision and a swifter response by the driver represents the optimum. Another new feature is the electronically adjustable dampers that cover a variety of characteristics ranging from comfortably soft to sportily firm. ELECTRONIC SYSTEMS As a technology demonstrator, the Audi Roadjet Concept embodies the proverbial "Vorsprung durch Technik" not merely in its drivetrain. It comes complete with a raft of other systems that will be finding their way into series production in a few years' time, thus paving the way for driving fun, safety and comfort. Audi drive select Only a minority of car owners can afford the luxury of having three cars parked in front of their house to give them maximum flexibility in choosing the right car for every occasion, depending on whether comfort, manoeuvrability or dynamic behaviour is what they require. The Audi Roadjet Concept fulfils all these requirements in a single car. Because Audi drive select allows the driver to preselect three highly distinctive configurations for the engine, transmission characteristic, steering and shock absorbers. The result is a car that can be enjoyed in three utterly different ways. The basic setting is the "dynamic" mode; it is activated automatically at the start of every journey, and its overall concept reflects the expectations that Audi drivers typically have of what their car should feel like to drive in terms of both dynamism and comfort. The driver is informed which mode is currently active via the centre display in the instrument cluster. If the driver selects the "comfort" mode by pressing the button on the control in the steering wheel, the shock absorbers adopt noticeably softer settings in order to filter out bumpiness in the road surface even more effectively. The Servotronic requires lower steering forces, and dynamic steering establishes a more indirect spectrum of ratios. The engine and transmission respond gently to use of the accelerator. This setting is perfect for relaxed driving over long distances, above all on straight roads such as motorways. The "sport" mode, on the other hand, lends the Audi Roadjet Concept a decidedly sporty driving feel. The shock absorbers now adopt a firm response and the steering ratio is direct. The engine responds more spontaneously to the throttle and the transmission's shift points move higher up the engine speed range: the ideal basis for active driving pleasure on winding roads. Over and above the three basic configurations, Audi drive select provides scope for varying individual parameters between the levels dynamic, sport and comfort. It is for instance entirely possible to combine sporty shock absorber settings with a relaxed, easy-action steering response. Car-to-car communication The electronics developers have focused on safety and traffic control in the Audi Roadjet Concept, as well as on driving pleasure. It features a prototype of a future generation of information-processing systems that herald in a new era in road traffic networking specifically in countries with high volumes of traffic. At the heart of this concept is car-to-car communication, meaning the direct exchange of information within the flow of traffic. Unlike the telematics systems of the recent past, no central service is now needed to consolidate and process the information swiftly and effectively. The progress that has been achieved in the areas of computing power and software development have made this application possible; even though they occupy very little space and consume very little energy, future systems will be capable of processing an array of data into practical, easily digested information for the driver that moreover paves the way for a very high standard of safety. The reality of road traffic means that the car-to-car network can of course only be activated with a certain lead time. This hurdle is, however, manageable because virtually all vehicle manufacturers in Europe, the USA and Japan have agreed in parallel to develop a common standard for the hardware and software. Applications have also been submitted to the authorities to use standard radio frequencies on an international scale, thus assuring the system's proper functioning when driving abroad. Once all new vehicles in a market are being factory-fitted with this new technology, a functioning network of car-based transmitters will be created within a few months, at least in conurbations. Many new areas of application can then be exploited in practice. The following three examples are intended merely as illustrations of what scope car-to-car communication offers: Example 1 – safety. A vehicle has skidded on a slippery surface on a blind bend and is hanging half in a ditch, at right-angles to the flow of traffic. It is now unable to move unassisted. Other vehicles are swiftly approaching the obstruction but their drivers are unable to see it. With the new communication technology, the stranded vehicle will transmit a warning signal which – thanks to the network established with the vehicle's on-board navigation system – also indicates the location of the hazard. A corresponding warning simultaneously appears on the navigation screens of the approaching vehicles, indicating the location of the accident – the risk of a collision is thus substantially reduced. Example 2 – traffic flow. Lines of vehicles are moving between sets of traffic lights on a multi-lane arterial road. The cars accelerate, only to have to brake again when the lights turn red. Such a driving style is not only fatiguing for the individual driver, but also means that thousands of litres of fuel are wasted along every kilometre of such roads in the long term, by the traffic as a whole; it furthermore significantly inflates exhaust emissions in conurbations. Car-to-car technology means that the cars are not only able to establish a network with each other, but also pick up information from static transmitters such as the traffic lights' control systems. The phases of each set of traffic lights can thus be transmitted, giving drivers an opportunity to anticipate more accurately how much acceleration is necessary or appropriate. The same applies to impending congestion: using data from cars further ahead, the systems can recommend what speeds drivers should adopt in order to keep the traffic flowing. Example 3 – service. When driving through a city centre, a driver has selected the local shopping centre as the destination for the navigation system. There is a chronic shortage of parking spaces around that destination. Here too, the new technology is able to help: the mobile system uses the coordinates for the destination to link up with the parking spaces management system for the area around the destination. If a nearby vacant parking space is reported by static facilities, such as at a multi-storey car park, the navigation system can automatically take this into account and simultaneously reserve the space in that car park. The driver is guided to their destination by the shortest and most convenient route, instead of having to drive round in circles endlessly hunting for that elusive parking space. The number of variations on these examples is almost limitless, illustrating the huge potential of the new technology in promoting safety, flexibility and efficiency as the volume of traffic on our roads increases. Source: Fourtitude

That interior is gorgeous. It makes the old one look like a joke.

Toyota Fine-T Concept Debuts At North American International Auto Show 01/08/2006 Toyota's Fine-T fuel cell hybrid concept will make its U.S. debut at the 2006 North American International Auto Show. The concept vehicle made its world premier at the 2005 Tokyo Motor Show as the Fine-X. Environment and Safety Toyota's low emission fuel cell hybrid system demonstrates how close a vehicle can come to having zero effect on the environment. The Fine-T is powered by a new downsized, high-performance Toyota fuel cell stack configuration. The fuel cell stack adopts a new alloy catalyst, which allows a dramatic reduction in the amount of precious metals used. The hybrid components are mounted beneath the vehicle floor, allowing greater cabin space and creating a low center-of-gravity. The Fine-T's interior features a substantial amount of plant-sourced, "carbon-neutral" materials. These plants are considered "carbon-neutral" because they do not add new carbon dioxide to the environment when disposed. For added visibility, the Fine-T is equipped with peripheral monitoring video cameras. A front-view camera installed above the license plate, a rear-view camera below the Toyota badge, and side cameras located at each side door handle allow the driver to monitor the periphery of the vehicle for obstacles on large display monitors. Driving Experience The Fine-T offers major advancements in handling performance when driving on narrow roads and when parking in tight areas, helping to maximize the driving experience. The concept uses an independent four-wheel large-angle steering system and independent four-wheel drive incorporating in-wheel motors with integrated drive power and wheel turning-angle control. A drive-by-wire system connects the driver's controls to actuators that operate vehicle functions. In front-axle/rear-axle turning mode, the vehicle can be turned around from the front or rear, which makes maneuverability easier when parallel parking. In directional change mode, continuously variable steering of the front and rear wheels allows a change of direction of almost the entire length of the vehicle in four directions. This feature allows for U-turns while coming out of parallel parking. The on-the-spot turning mode allows for convenient 360-degree turning on the vertical axis. The Fine-T's independent four-wheel drive system, independent four-wheel steering and under-floor mounting of the fuel-cell system contribute to the concept's low center of gravity, which is lower than most vehicles. This and the vehicle's low movement of inertia add to the Fine-T's driving stability. Ingress and egress is easy with the Fine-T's wide gull-wing doors and "Welcome Seats." Once the driver is seated, the seat glides back automatically to the driving position. To leave the vehicle, a press of a button moves the seat to the egress position allowing the driver to simply stand up to exit the vehicle. In addition, the drive-by-wire steering system stows away automatically when entering and exiting the vehicle. Interior comfort is also maximized by the spacious cabin. The battery, motors and other operational components are mounted in the vehicle floor or near the wheels, thereby extending available cabin space almost the entire length of the vehicle. FINE-T SPECIFICATIONS Length 3,860 mm Width 1,750 mm Height 1,550 mm Wheelbase 2,850 mm Fuel cell Toyota Fuel Cell stack Drive system 4WD (in-wheel motors) Seating capacity 4 Source: Toyota/Lexus/Scion Pressroom

Infiniti Debuts Coupe Concept at 2006 North American International Auto Show [Jan. 8, 06] DETROIT (Jan 8, 2006) – Infiniti today unveiled a dramatic new concept vehicle, the Infiniti Coupe Concept, at the 2006 North American International Auto Show. Infiniti also showed the new 2006 FX luxury crossover SUV, which has been refined with exterior and interior enhancements and greater differentiation between the V8-powered FX45 and V6-equipped FX35 models. The Coupe Concept continues the Infiniti tradition of merging design and performance. It takes Infiniti’s vibrant design vocabulary, which has helped establish Infiniti as one of the most dynamic brands in the luxury market, and elevates it to the next level. Among the Coupe Concept’s exterior design features are a full-length glass panel roof, modulated front fenders and hood, deep front spoiler and large projector headlights, polished bare metal-look paint, compact camera outside rearview mirrors, hidden door handles and large 20-inch, 9-spoke painted aluminum-alloy wheels. The Coupe Concept interior combines a performance-inspired cockpit with a luxurious passengers’ space featuring a “double wave” instrument panel design, with large, violet-color gauge illumination and a dramatic, full-length center console. Specially textured aluminum accents project the image of traditional Japanese “Washi” paper, providing an added sense of warmth and crispness. “The Infiniti Coupe Concept embraces the continuous advancement of Infiniti design with a unique combination of passion, imagination and creativity,” said Mark Igo, vice president and general manager, Infiniti. Igo also provided an update on Infiniti business issues, including the fourth straight year of sales records. In 2005, Infiniti sold an all-time high of 136,401 units, an increase of 4.5 percent over calendar year 2004 sales. “Infiniti sales have been strong across the entire model range,” said Igo. “We’re especially pleased with the acceptance in the marketplace of the all-new 2006 Infiniti M.” For more information on the complete line of Infiniti luxury vehicles and the Total Ownership Experience (TOE) philosophy, visit Infiniti online at www.infiniti.com. Source: Nissan News

Well, what Nissan is she thinking of getting? From the cars you tried to convince her of, it sounds like she's in the market for a upscale mdsized to large car (Altima and Maxima). The Altima's not a bad car. It has a good engine and performance but it's not honestly what I'd call a class-leader and a new one is due to be revealed in April. The Maxima is due for a (to some people, sorely needed) interior overhaul and a exterior refreshing (complete with a grille tooth removal). If your mom's dead set on a Nissan, I'd at least advise her to wait until seeing the new Altima and refreshed Maxima to make a decision to avoid having regrets about having "last year's model". If your mother's intent on buying a Nissan, I honestly don't see how you can do more than what you've already done. It'd be nice if she'd consider other cars but (and don't take this the wrong way) it's not your money being spent. If she'd be happy with her choice, I'd let her choose and be happy for her.

How'd it get 273 miles on it already? Sales guys having a little fun?

Self-control. In other words, there's nothing keeping me from doing drugs and I have no desire to.

Yeah...the Crossfire-inspired hood does not fit this thing at all. :huh:

Hell, I'm 19 (soon-to-be 20) and I'd take the Buick. It has the nicer interior and while the Northstar V8 in the Lucerne is less powerful than the Impala's V8, I'd be content with 275hp. Plus, the Buick looks classier and more expensive (as it should).

I decided query Internet Movie Database to see how many celebrities out there hail from my hometown of Bridgeport. The only ones I'm familiar with are Richard Belzer (must be why I'm a big Law and Order: SVU fan), John Ratzenberger and Brian Dennehy. Full Bridgeport list (73): http://www.imdb.com/BornWhere?Bridgeport,%...necticut,%20USA Search for your hometown here: http://imdb.com/BornWhere?[Insert city],%20[Insert State],%20[Insert Country]

Interesting, I'm the only one here from Connecticut.

2007 Chevrolet Tahoe A most impressive full-size effort. by Eric Peters (2006-01-02) There's a lot riding on the '07 Tahoe-much more than just a new body and revised chassis. GM badly needs for its popular full-size SUV (and its shared platform stablemates, the new '07 Caddy Escalade, GMC Yukon and the long-wheelbase Suburban) to hold the line against the burgeoning onslaught of large SUVs from Nissan (Armada) and Toyota (the coming '07 Tundra/Sequoia), some of which have already made significant incursions into territory that used to be the exclusive domain of U.S. automakers. GM can't afford to lose any more market share - most especially here, in the one area where it is still a dominant player. The Chevrolet Tahoe has been the best-selling large SUV since 2001 and alone accounts for 26 percent of the segment. And so a lot of Deep Thought went into the '07 Tahoe - everything from objective things like performance/capability/driving dynamics and features/equipment (including an available Autoride active damping suspension, power flip and fold second row seats, 20-inch rims, and a DVD navigation system) to things much harder to pin down, subjective things like the feelings and thoughts it evokes when you first look at it. Instead of me-tooing the Tonka machismo exemplified by the Nissan Armada and the new Jeep Commander, Chevy stylists gave the new Tahoe the look of confident authority. This is still a very large vehicle - and yet, not overpoweringly so. The wife won't fear it, but your buds will still be into it. It's a nicer, subtler counterpoint to the Armada and others that may be getting a bit over-the-top for some buyers. You'll notice things like no more colored plastic body cladding. Even base LT Tahoes now get very attractive body-colored bumpers that are themselves snugged tighter to the fenders (just a couple millimeters of gap between the panels) than ever before. And you'll notice a wider stance, as the track of both the front and rear wheels is significantly wider than the outgoing Tahoe's, by three inches up front and one inch at the rear). More than an illusion It looks more planted and stable than the old model, and this impression is not just an illusion. The handling of the '07 Tahoe sets a new high-water mark for full-size SUVs. Credit the suspension here: all '07s get coil-over shocks riding in aluminum lower control arms (which reduce unsprung mass by 20 percent), a new rack-and-pinion power steering system that delivers easy turn-in and superb road feel, even at high speeds, and a revised five-link rear suspension along with a totally new boxed frame with 90-percent better torsional stiffness in the front section. It's one of the most un-trucky rides I have ever driven that still has very trucky toughness where it matters, including an even tougher hydroformed and fully boxed bolt-on steel frame. Inside, there's an interior you simply will not believe until you open the door and see for yourself. If this truck is an indicator of GM's commitment to clawing its way back to the top, then it's time to load up on GM stock while it's cheap. It's stunning. It has the look and feel of an expensive high-end import, from the shape and materials used to create the elegant dash array to the aluminum door sill trim plates to the deliberate slightly concave sculpting of all the panels, including the driver and passenger seat backs, to give the occupants just that extra smidgen of room. Engineers even configured the seat tracks so that no matter how far up or back you slide them, there is no exposed hardware to ugly up the interior. Ditto the superbly designed second-row flip-and-fold seats - just touch a button and they roll up and out of the way to provide easy access to the third row. And you can still get buckets or bench seats for all rows, take your pick. The third-row seats can be folded flat, and the front seats can be almost fully reclined for side-of-the-road snoozing. The use of new body structures, "quiet steel" laminates, revised door seals, and trick technology such the use of expanding acoustical foam to fill up internal body spaces as well as extensive wind-tunnel shaping (including seemingly minor things like getting rid of the lip on the fuel filler door and the elimination of the mast antenna) cut wind and road noise down substantially. Chevy engineers claim the '07 Tahoe is more slippery in term of its aerodynamic profile than a C4 Corvette. But you'll need to try one out at 75 mph to fully appreciate how far SUV design refinement has come. Big guns It's a great body, and the "guns" are definitely there, too. The Tahoe's engine lineup includes a revised 320-hp version of Chevy's 5.3 liter V-8 with standard cylinder deactivation technology that provides better fuel economy than a V-6-powered, mid-size Ford Explorer, Chevy claims, and almost 8000 pounds of towing capability on 4WD models. The Tahoe's new engine one-ups the former class-leading Armada (at 305 hp) on standard power and kicks its tail at the pump too, with a segment-best combined city/highway fuel efficiency rating of more than 21 mpg. (A smaller 4.8-liter V-8 will be available later in the calendar year and will become the standard engine in 2WD Tahoes.) The 5.3-liter V-8 is can be ordered with "flex fuel" E85 (ethanol) capability, too. Buyers can choose either a standard 3.73 axle or an optional 4.10 ratio for more low-end grunt. The previous LS, LT, and LTZ trim lines will continue, with the off-road Z-71 package appearing later in the year. But features never before offered in a Tahoe make this truck a contender in almost any segment it feels like competing in. They include in-dash satellite navigation; real-time damping suspension; rain-sensing wipers; first- and second-row heated seats (and heated windshield washer fluid, too); power-articulating running boards; rearview camera; Ultrasonic Park Assist; and a rear-seat DVD entertainment system. Standard safety features now include stability control, and front, side impact, and curtain airbags with rollover-mitigation technology. I have not been as impressed with a new GM vehicle in 15-plus years of covering the industry and test-driving new cars. This new Tahoe is a magnificent SUV. And with Chevy's initial quality and customer satisfaction scores on an upward trend (Chevy has actually beatenToyota here lately) there is nowhere to go but up. Here's to hoping GM has more of this kind of engineering and styling commitment in the works. Pricing for the new Tahoe, which will be available in January, had not been revealed at the time of this writing. However, base MSRPs should fall close to the current 2006 Tahoe 2WD LS's MSRP of $34,115, with the price of a loaded 4WD LTZ somewhere in the mid-low $40,000 range. 2007 Chevy Tahoe Base price: $35,000 (est.) Engine: 5.3 liter V-8, 320 hp/340 lb-ft Transmission: Four-speed automatic, rear-wheel-drive Length x width x height: 202.2 x 79.0 x 77.0 in Wheelbase: 116 in Curb weight: 5233 lb Fuel economy (EPA city/hwy): 16/22 mpg (2WD) Safety equipment: Dual front, side impact and curtain airbags; anti-lock brakes and stability control Major standard features: Air conditioning; three-row seating; OnStar; power windows, locks, and mirrors; electric rear defroster; 17-inch wheels Warranty: Three years/36,000 miles Link: http://www.thecarconnection.com/Vehicle_Re...S181.A9802.html

My grandmother drives a 2000 Toyota Corolla she bought new. Before that she had a Corsica and a Cutlass Supreme before that.

I have no idea why anyone thinks something that looked so tacky back then would look great now. You don't see oversized gold chains, stretch pants, and fuzzy dice on the mirror making a comeback do you?

Call me nuts if you want but I love cool, windy, overcast mornings and afternoons. It's just relaxing to me. :)

<---First new avatar of the new year.