Z-06

Are you going to change sides?

Scion XB Lite. A good concept though. Amazing for the light weight.

Apart from bias and other pro or con GM sentiments, I still stand by this: 1. Edmunds is a bunch of coffee talk journalists with the most unscientific way of testing. 2. They justify and cling to their claims like a kid holding her Barbie. 3. Other than their car appraisal calculator, they have nothing to offer to form a judicial view of any car. 4. They write it up like the smut magazines found in the checkout isles of Walmart. Look at their Inside Line News and their comments on the bottom of Edmund's Take, any sensible reader can see how much pile they throw. 5. Any glowing review of a GM vehicle from them, makes me hate them even more. Because they always want to refer to the history of GM even if there is a pile of crap not related to the latest GM vehicle. 6. They like to create the flash in the pan. They are always the first to put on something about anything the day it is released and put a caveat saying they attended the special event provided by the manufacturer for "few" or "elite" members of the press staff. 7. As much as they claim that they are true car enthusiasts, most of their tests involve automatic transmissions whenever they can.

Sebring Nose, Camry Headlights, and Infiniti Ass. Wow Hyundai keeps its reputation of being UN-original.

Dryness

For a vehicle that is just release, I did not see any documentation other than crapmunds, which gives the fuel economy of the vehicle. Which means these estimates are preliminary and may not be official. Yet crapmunds goes lengths and bounds talking about it. They call it a first drive even when they actually did not sit in a vehicle, and just add the press release in the write up. Unfortunately, people read the website.

Vagina

This looks better after seeing the Sequoia. When is the Gamma Aveo Scheduled for?

Linkity Toyota Changes the Rules in the Full-Size Class — Again <--- :rotflmao: :rotflmao: Vehicle Tested: 2008 Toyota Sequoia 4dr SUV First Impressions: Arguably the most useful, most refined and easiest-to-drive full-size SUV ever built, the 2008 Toyota Sequoia will keep a large family from being forced to adapt to a fleet of Priuses. During a day in the 2008 Toyota Sequoia, we end up visiting every small town within 100 miles of Raleigh, North Carolina. We're shooting a video of Toyota's redesigned full-size SUV as it motors along in suburban America. But it's easier said than done on roads dotted with housing subdivisions, school buses and even logging trucks.Finally, with dusk falling, we point the Sequoia back toward the city. We're tired of each other's company after a long day, but as we look around at the cavernous interior of this new full-size Toyota, we remain in agreement on one thing. The 2008 Toyota Sequoia is still as quiet, comfortable and pleasant to drive as it was eight hours ago. As large, truck-based, eight-passenger SUVs go, this is a good one. Maybe we shouldn't be surprised. As Motohara Araya, the Sequoia's chief engineer, told us when he described this SUV's mission, "Americans pack everything they need, and usually a little bit more. Within the cabin, they want to be comfortable, safe and well-fed, and require personalized entertainment for all aboard. Most importantly, they are fearless in their attempts to cover as much ground as possible in a single day — and a thousand miles translates to about 14 hours behind the wheel." This Is Getting Serious Sold from 2001-'07, the first-generation Toyota Sequoia was a good one, too. But since it was based on the platform of Toyota's downsized Tundra pickup of that time, it wasn't as roomy or powerful as its chief rivals, the Chevrolet Tahoe and Ford Expedition. Now that there's a full-size platform available from the all-new 2007 Toyota Tundra, the Sequoia has grown to comfier proportions while picking up Tundra's torque-rich 5.7-liter V8, too. With a wheelbase that's 4.0 inches longer and a track front and rear that's 2.0 inches wider, the 2008 Toyota Sequoia is a bit larger than the Tahoe and about the same size as the Expedition. The Sequoia's cabin has grown noticeably larger, as there's a huge increase in shoulder room and significantly more third-row legroom. Maximum cargo capacity has declined slightly compared to the previous generation, although this isn't an apples-to-apples comparison, because the redesigned Sequoia has a fold-flat third-row seat made possible by a new, independent double-wishbone rear suspension. The second-row seats fold flat, too, so there are now 120 cubic feet for non-human cargo — more than 11 cubic feet more than the Chevy or Ford. From SR5 to Platinum There are presently no plans for a Lexus-badged twin of the Sequoia (the upcoming LX 570 is derived from the Land Cruiser), so Toyota has been free to expand the Sequoia range upward. In addition to familiar SR5 and Limited trim levels, there's a new Platinum model loaded with kit you might find on a Lexus. The company expects 55 percent of buyers to choose the sensible Sequoia SR5, which is outfitted with cloth upholstery and seats for eight, triple-zone automatic climate control, a CD stereo with an auxiliary audio jack, stability control and front and rear side airbags as well as three-row curtain airbags. Another 35 percent will opt for the Limited, which adds front and rear parking sonar, leather upholstery, power seats, upgraded instrumentation and a JBL sound system. Ten percent will take the Sequoia Platinum like the one we're driving, which has 20-inch alloy wheels instead of 18s, Toyota's driver-adjustable suspension, a power rear liftgate, heated/cooled front seats, second-row captain's chairs (dropping capacity to seven) and a navigation system and backup camera. A rear DVD player is optional across the board, and adaptive cruise control is available on the Platinum. Fast, Yet Fuel-Efficient — for a Big Truck Although the Sequoia SR5's standard engine is the familiar 4.7-liter V8 rated at 276 horsepower and 314 pound-feet of torque, it's expected that 90 percent of buyers will choose the 5.7-liter V8 introduced by the new Tundra pickup. The new V8 is optional for the SR5 and standard for other 2008 Toyota Sequoias. We can't argue with that choice. Not only does the 5.7-liter have impressive specs — 381 hp at 5,600 rpm and 401 lb-ft at 3,600 rpm — it manages to help disguise the second-generation Sequoia's massive weight gain, some 500-600 pounds (depending on the trim level). This big V8 and its six-speed automatic transmission add only 50 more pounds over the 4.7-liter and its five-speed auto. Toyota claims a two-wheel-drive Sequoia 5.7 will hit 60 mph in 7 seconds flat. After driving around in a fully loaded, four-wheel-drive Platinum model, we believe it. Low-end engine torque is abundant, and passing maneuvers come and go in an instant. Exhaust tuning is quieter for the Sequoia than the Tundra, and it leaves you with the impression that the big V8 isn't even breaking a sweat. Plus, the six-speed automatic always seems to be on its game with gear selection, something we noticed even while towing a 24-foot boat. We scarcely noticed the load, though with a gross combined weight of 12,565 pounds (against a 17,280-pound GCWR) and flat roads with a speed limit of 55 mph, this wasn't an extreme test. Buyers have a choice between 2WD and 4WD on every trim. Engaging all four wheels is as simple as twisting a dial. The default torque split sends 60 percent to the rear wheels, but depending on traction, the ratio varies between 30/70 and 50/50. Four-wheel-drive Sequoias again have Toyota's four-wheel traction control system, but we're told it has been reprogrammed to allow more wheelspin in off-road situations. Fuel economy is not as terrible as you'd think. The 5.7-liter V8 is the more efficient option, thanks to its dual variable valve timing (the 4.7-liter only has variable intake valves) and extra overdrive gear. In 2WD form, the Sequoia has a rating of 14 mpg city/19 mpg highway — second only to the Tahoe (14 mpg/20 mpg). The 4x4 Sequoia's 13 mpg/18 mpg rating is better than all its SUV rivals except GM's two-mode hybrids (20 mpg city/20 mpg highway). Capable Chassis Like all SUVs in this class, the Toyota Sequoia uses body-on-frame construction, and just as on the first-gen truck, the 2008 model's frame is fully boxed. It's stiffer, though, and Toyota says it's 70 percent more resistant to bending flex, while lateral and torsional rigidity increase 20 and 30 percent, respectively. The Sequoia's front suspension remains a double-wishbone design, but the mounts and bushings are new, and wheel travel has been increased. In addition, Toyota has repositioned the antiroll bar and steering rack in front of the wishbones to shrink the Sequoia's turning circle to 39 feet, a reduction of 3 feet. It's a difference we felt immediately on the country roads outside Raleigh, and what could have been three-point turns were simple U-turns. Even in the firmest (Sport) setting of the three driver-selectable suspension modes, the ride quality of this Sequoia Platinum felt downright luxurious, even with P275/55R20 tires. North Carolina highways are wickedly smooth, though, so we'll reserve final judgment until we conduct a full test. Our verdict on the Sequoia's handling abilities will also have to wait, but the Platinum we drove was extremely well mannered. The suspension did a beautiful job of managing this SUV's weight around turns, so much so that this 3-ton Toyota reminded us a bit of the Mercedes-Benz GL-Class. Functional, With Few Flaws There's only one significant shortcoming in the 2008 Toyota Sequoia's cabin. It has the same audio and navigation controls that are impossible to reach when you're behind the wheel of the new Tundra, which forced us to indulge our driving companion's fondness for 1980s hair bands. Not only do the second-row seats adjust fore/aft regardless of whether your Sequoia has the 40/20/40 bench or the captain's chairs, we counted 11 separate detents. This allows you to get pretty specific about the amount of legroom allotted to each of the rear rows. The cupholder count in the Sequoia just might cross the line to insanity. We counted 19 in our Sequoia Platinum. The thought of that much liquid in the vehicle at once makes us shudder. A Sequoia Instead of a Douglas Fir The 2008 Toyota Sequoia meets the Tahoe and Expedition on their own terms for interior room and engine size, while setting new standards for performance, handling dynamics and seating flexibility. Toyota expects to sell 65,000-66,000 Sequoias in 2008. "This puts it back with its best sales year in the past in a segment that's declined quite a bit since then," Brian Smith, Toyota's corporate manager of truck and SUV operations, tells us. For comparison, GM is on pace to sell about three times as many Tahoes and GMC Yukons before 2007 is over. Pricing won't be released until early December 2007, but Toyota says '08 Sequoias will show up at dealerships in time for Christmas. For people whose needs can only be met by a full-size sport-utility, the 2008 Toyota Sequoia should make a great (big) gift. Edmunds attended a manufacturer-sponsored event, to which selected members of the press were invited, to facilitate this report.

Turd Version 2.5. (Land Cruiser was 2.0)

According the Scott Miller - Head of GM two mode system, "The drivetrain Hardware and Software was developed by GM, BMW. CH, and Di. The application and packaging will differ."

Absolutely. What people will not realize is that when they stack options on LT3 or LTZ, they end up being close to the Tahoe Hybrid, which will be as you said pretty much loaded. If I was in the market for one, I will go for a loaded LTZ, instead I would get the green vehicle.

Dear Sir, You misinterpreted my comment.

Cross Country

They'll torch themselves up?

That thing is "nutless". Not a good replica.

After looking at this car in person, I want it.

Until Fly does the writeup of our visit at Miami Autoshow, I will not divulge about the future products plan. But rest assure something is coming on top of the CTS.

Read my post in the edmund's CTS comparo topic. Putting low strength material to produce stiffness and strength equivalent to higher strength materials DOES NOT make the car inferior. It only makes vehicles heavier. For putting those high performance steel and aluminum, there are these hurdles to overcome. 1. Body shells are the most material exhaustive parts of a vehicle, and that is where significant cost of material is involved. 2. Putting aluminum and high strenght steel will involve retooling of the manufacturing and assembly plants, to make this happen as if GM and Ford are sitting on tonnes of stash now. 3. Sometimes gains achieved by decreasing the weight are far offset by the price of the material, which is not cheap. 4. Look at the raw material costs of metal and tell me if it is a good idea for spending that much and yet keeping the costs down for these vehicles. Honda has not put weight saving materials in the Accord either that is why you see the 300lb increase in the weight of their recent iteration of Accord. The only problem is that somehow GM is builing relatively heavy vehicle, except for the GMT 900s.

Not that expensive, considering the POS Landcruiser from TOYOTA sells for almost the sme price.

What cup size are you getting?

Well the same argument as the E55 AMG N/A had less power than the E550 now. The market has moved forward.

A detuned LS3 or a regular LS2 with 400-410 hp will be just fine IMO. Yeah I doubt about the N* too. Unless like Dado said if it is the Ultra V8.

Why would you not have a V-8 under the CTS-V?

I am not siding any generation. The fact that many of the people do not realize, there is more involved in saving money and putting it back in investment. The problem with the economy is inherent with the people, NOT the government. Both parties are mouses of the ideology of "who will bell the cat" in letting people know that they are the ones who need to control. Baby boomers think that they have done something great to our country, so they want to live on social security and have an attitude, well our Y and Z gens will pay for our greatness and that the country owes them something. Y gens are maxing out their credit cards, buying things they cannot afford and then waiting for the FEDS to come for their help. Z gens are well just being fed their wants before even letting them know about the reality. The so called capitalists are milking this cow, which is about to go barren. The false controls by the FEDS will not lead the country anywhere, but it will only delay the inevitable.