pow

Hm..

LAX to Heathrow - Virgin Atlantic

Heathrow to Copenhagen - British Airways

LAX to Seattle - Alaska Airlines

LAX to Orlando? - United

LAX to JFK - jetBlue

LAX to Vancouver - United?

LAX to Las Vegas - Southwest?

LAX to Hong Kong, via Tokyo - Japan Airlines

LAX to Honolulu - United

Rubio's Baja Fresh > most or all

Don't forget the Mini or the Golf...

So you are saying that Honda doesn't honor their warranty?

AFAIK, wear and tear items aren't covered by any warranty, short of full maintenance programs. Honda has been unusually generous with their warranties, often paying for user error (dropping a clip into the engine bay and having it shred a belt, for instance) and even whole transmissions despite an expired warranty.

The extended "cab" G800 looks cool... it reminds me of a Renault concept.

Sorry, he ment to say the 5.3 in the mid priced Impala SS

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When you buy a Cadillac, you pay for the "extras". When you buy a Cadillac, your first concern is not fuel mileage.

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Which is the better engineering solution?

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As for the shocks: the blown shocks came from edmunds.  Spend more than 3 1/2 seconds there & you'll quickly learn that Edmunds is about as pro-foreign as they come.

Then why do Chevy TV ads tell consumers to "visit Edmunds.com" for "Head2Head" comparisons?

that brochure cover feels a lot better than the dash plastic on the Lucerne.

i know, I've felt both.

I was thinking the same thing! The brochure cover feels a lot like the door "pull" handles on our Passat.

That just reminds me what a crappy interior the Infiniti has, especially with the ugliest 3-spoke ever from the Frontier.

That's with the aftermarket plastic stick-on "aluminum" kit. The '06 models with the rosewood trim and contrasting brown leather are actually very nice.

The more I look at it, the more I like it.

Speaking of which, I got a nice Lucerne brochure in the mail today. I couldn't stop fingering the high-quality, low-gloss, soft-touch cover (a print of the ebony leather), and indeed, it looked beautiful in those pictures. I only wish it were as nice in person... somehow I get the impression that the "milimeter" this and "exceptional craftsmanship" that is nothing more than an ad campaign, created after the car was designed to cover up some faults. IDK, it's just that while sitting in the Lucerne at LAIAS, nothing about it struck me as particularly luxurious or nice.

What does my daily driver have to do with anything? You did not reply to what I said?

And furthermore, do you consider Ferrari a "pretender" too, answer me that? Don't get personal, stick to the arguments at hand.

Ferrari's sequential manual gearbox is a completely different animal against the IS's torque-converter slushbox.

I speak English, I know "un petit peu" of French, and "hablo español" even less...but I throw it out there.  Often.

What he said, plus Cantonese Chinese. I've taken four years of Spanish, but if any Hispanic ever heard me trying, I think they'd snort, point, and openly laugh.

err. the 1-series hasn't failed by any measure. It has been acclaimed despite it's poor packaging (essentially a 2-seater), and in Europe the price really isn't that much higher than a well-equipped Golf. BMW USA hasn't taken it because hatches have yet to attain much acceptance in the US. The majority of posts are very much in favor of rwd vehicles, although some seem to have misunderstood the question.

My bad... it seemed like the European press didn't like it very much, but that doesn't always reflect on the sales. Still, smallish rear-drive cars have questionable survival in the US, IMO.

I love the concept of a small, RWD, Pontiac sedan, but look at BMW and what happened to their 1-series. It was marketed as a driver-focused alternative to other hatches, its main selling point being rear-drive. But even with a BMW badge and brilliant handling, it failed in the eyes of many because of its high price and poor practicality. I can't imagine a similar Pontiac in large-car America doing any better. GM seems better off hotting up small FWD cars and offering AWD.

However, the larger and more expensive cars should definitely be RWD/AWD. Its just a shame that small, light sedans can't get it as well... this enthusiast segment is too small and import-dominated.

82: You are semi-fluent in Spanish out of necessity, because you can't order food, buy gas with cash, or ask a grocery store employee anything without it...

(okay, that's a little politically incorrect, but its soooo true.)

Don't blame 'ya... I know many people who can't discern between Punjabi and Spanish. :AH-HA_wink:

Ack, you're right, Z. Call it a brain stutter. But yeah, I would prefer them be glass for a more open feeling.

The C6's can be ordered with glass.

Toyota should stick with blandness... they're better at it.

On the topic of the Tundra, I drove a friend's Double Cab SR5 V8 yesterday and was very impressed by its mechanical refinement. Everything felt very precise, and it drove like a much smaller car.

I respect the LSx motors, but would I want one in the new M5? Nah. It's a matter of character; the M5 is now a supersedan, no longer a muscled-up sports sedan, and the exotic-sounding V10 and 7-speed SMG contributes a lot to that image and feel.

However, the LS7 is arguably a better engine for the '99-'03 M5, as long as they can get the pitch to vary more.

Edit: And yes, it's 2:52... I'm staying up to do homework..

Wow, I actually remember seeing the '95 Nissan Z commercial...

http://www.edmunds.com/insideline/do/Drive...ine.promo.3.*#2

It looks suprisingly classy and uptown (is that even a word?) in gray...

I think it'll be brilliant in Alpha trim with the 5.3L V8 (GMT900's 325 hp? GMT360's all-alloy block and DoD?), six-speed automatic, and larger alloys. Since it weighs less than the Tahoe, it might even get ~17/24 EPA MPG...

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A truck in sheep's clothing

By Kelly Toepke Email

Date posted: 01-19-2006

As the trail gets steeper and steeper, rougher and rougher, all I can think about is the proximity of the nearest cell tower, and how I will describe our location to the rescue team. "We're two miles south of the big rock, just past the giant stump that looks like the head of Bob's Big Boy."

Despite my paranoia, no 911 call is necessary. The 2006 Hummer H3 gets us up, over and home, proving itself to be a real Hummer.

We had our doubts. The H3 is based on the mechanicals of the Chevy Colorado/GMC Canyon pickup truck twins, which are about as cutting-edge as a rotary telephone. This thing has leaf springs for God's sake. But instead of being criticized for its crude hardware, the H3 should be praised for its undeniable off-road skills and unapologetic truckness.

Urban cowboy

Base price is only $28,935, but our test car had a big bag of optional equipment that dragged its as-tested price up to $37,920. Expensive, yes, but many of those options — like the two-tone leather upholstery, the heated seats and the sunroof — made the H3 livable.

More handsome than the dash in Chevrolet's Trailblazer, the H3's dashboard successfully melds Hummer bravado with style. Brushed machine-finished metal trim frames the H3's center stack; and chrome door handles and a shiny H3 badge in the middle of the thick, leather-wrapped steering wheel brighten the sporty interior. Front dual-stage airbags are standard, while roof-rail-mounted side curtain airbags are optional.

The seating position is a little awkward, forcing driver and passenger to sit with their legs splayed out in front of them, but the seats themselves are supportive and well shaped. Front passengers get nearly 42 inches of legroom, and rear passengers 35 inches. Both measurements are on par with the space available in a Jeep Grand Cherokee and a Toyota 4Runner.

Gauges look cool, and controls are generally well placed with the exception of the heated seat switches which are buried on the outboard area of the seat bottom. Rearward visibility, however, is terrible thanks to the spare tire mounted on the cargo door. This location for the heavy spare tire also dictates that the cargo door opens to the side instead of up, which can be a problem in tight city parking. Plus, the door doesn't stay open if the truck is parked on any kind of incline. Even the slightest slope is enough to cause it to close quickly with a loud slam, hopefully not taking any fingers with it.

The H3 also carries less than you'd think. Although the H3 is nearly identical in overall length and rear-seat legroom to the Grand Cherokee, the Jeep has 5 more cubic feet in its cargo hold than the H3. When the rear seats in both SUVs are folded down, that difference triples to a 15-cubic-foot advantage for the Jeep. Part of the problem is that the H3's 60/40-split rear seat doesn't fold completely flat.

Tough terrain tackler

Move beyond its leather-lined interior and fancy brushed metal trim and the H3's true nature is revealed. Macho men who want to climb rough terrain will find the H3 a willing accomplice. Over 2 feet shorter, 6 inches lower and 6.5 inches narrower than the Hummer H2, the H3 is more nimble on the trail. Also, a wide track, short overhangs, and a turning circle that's a foot tighter than a Chevrolet Malibu's improves the H3's agility. Nine inches of ground clearance help the SUV clear low ruts and rocks.

Doing the dirty work underneath is the H3's ladder-type frame, standard electronically controlled four-wheel-drive unit and traction control system. Hard-core rock crawlers will want to opt for the Off-Road package which adds LT285/75R16 rubber (larger tires than those offered on any other midsize SUV), an electronically controlled locking rear differential, a 4-to-1 two-speed transfer case that helps keep the revs up at low speeds, and specially tuned shocks.

The ride on those massive 33-inch Bridgestone tires isn't exactly compliant, but we didn't feel jostled about unnecessarily, either. It's a trucklike ride, but it's not excessively harsh.

Short on power

If there's a shortcoming, it's under the H3's hood. The truck shares the same 3.5-liter, inline five-cylinder engine found in the Chevrolet Colorado/GMC Canyon. It's rated at 220 horsepower at 5,600 rpm and 225 pound-feet of torque at 2,800, which just isn't enough muscle in a truck this size. Although the engine feels more refined in the Hummer, the H3's 0-to-60-mph time of 11 seconds means a larger engine is needed.

For the first time Hummer is offering a choice of transmissions — a standard five-speed manual or an electronically controlled four-speed automatic. Our truck had the optional automatic which didn't disappoint on the freeway or the rocky trail. Serious off-roaders may prefer the manual for more control, but most truck enthusiasts will be satisfied with the automatic's gearing.

The combo posts a combined EPA mpg rating of 17.5. Our number during a 500-mile test was a disappointing 13 mpg.

4,700 pounds of rolling mass

Hauling down the H3's substantial 4,700-pound bulk is no easy task. Even with its four-wheel antilock disc brakes, the H3 stopped from 60 mph in a lengthy 141 feet. There was also more brake dive than we would like.

Long stopping distances aren't that uncommon for hefty SUVs, but the H3 might have earned a better mark without the deep knobby tread of its serious off-road tires.

Using the power-assisted rack and pinion steering to place the H3 between the slalom cones was equally entertaining. A maximum speed of just 56.4 mph was achieved before the H3 started to pick up its inside front tire while exhibiting major body roll. Still, this is not unusual for a truck-based SUV, and handling is better than expected out on the open road.

Like it for all the right reasons

It really doesn't matter how fashionable Hummers become, or how many Hollywood bad girls and Sports Illustrated MVPs load 'em up with dope dubs. What matters is that the Hummer H3 is a lone reed in the field of midsize SUVs. It's a truck, and it's proud of it. This is rare in the age of the soccer mom-ized SUV, and for some people, it's not a bad thing.

If you want a comfortable, carlike SUV, go buy one, there are dozens to choose from. But if it's a hard-core, go-anywhere truck that lights your fire, the 2006 Hummer H3 delivers.

Depends on what type of V8 and what car it's attached to.

Interesting... Sangyup Lee. 05... hmm...

I did some researching, and it turns out he designed the Velite and Z06, too. Another interesting tid-bit: the guy who did the Solstice and Sky, Franz von Holzhausen, now works at Mazda. He designed the Kabura (aka MX-4) for NAIAS.