HarleyEarl

oops...sorry...should read slower.

Kerkorian consultant Jerome York Jerome B. (Jerry) York Age: 67 Birthplace: Memphis, Tenn. Education: Bachelor's degree from the U.S. Military Academy, 1960; master's degree from the Massachusetts Institute of Technology (MIT), 1961; MBA from the University of Michigan, 1966. Career: Chief executive officer of Harwinton Capital Corp., a private investment company he founded in 2000; chief executive officer of Micro Warehouse Inc., a reseller of computer products, 2000 to mid-2003; vice chairman of Tracinda Corp., billionaire investor Kirk Kerkorian's private investment company, 1995 to 1999; senior vice president and chief financial officer of IBM Corp., 1993 to 1995; various positions, including chief financial officer, at Chrysler Corp., 1979 to 1993. York began his professional career as an engineer with General Motors Corp., 1963 to 1967, before going to Ford Motor Co., where he worked in a number of positions in the car product planning office, 1967 to 1970. He currently is a director of Apple Computer Inc., Exide Technologies Inc. and Tyco International Ltd. Sources: Tracinda Corp., Multex.com

Auto news Popular GM trucks set to roll off line earlier December 8, 2005 Email this Print this BY ALEJANDRO BODIPO-MEMBA FREE PRESS BUSINESS WRITER A 2006 GMC Sierra Short Box Extended Cab. Production of the new Sierra (not shown) and the new Silverado is expected to begin in October, with sales of 2007 models starting the following month. (General Motors Corp.) General Motors Corp. has moved up production of its Silverado and GMC Sierra by 13 weeks in an effort to get the hot-selling vehicles to market quicker and increase cash flow. GM officials said Wednesday that production of the trucks would be moved up to October 2006 and go on sale the following month as 2007 model-year vehicles. Production of the full-size trucks originally was scheduled to begin in the first quarter of 2007, with the vehicles to go on sale as 2008 model-year trucks. "We learned enough when we pulled production of the SUVs ahead to accelerate the launch of the pickups by 13 weeks to October 2006," Gary White, vehicle line executive for GM's full-size trucks, said Wednesday. GM announced in March that it would move ahead, by more than a month, production on new versions of several large SUVs. The new Chevrolet Tahoe is expected to hit showrooms in January, followed by the Cadillac Escalade and GMC Yukon. Other new SUVs will follow in the second quarter. White said pushing the pickup launch forward would allow GM to sell "tens of thousands of units" of the new trucks in the 2006 calendar year. The announcement wasn't a complete surprise to Michael Robinet, managing director of CSM Worldwide Inc., an automotive consulting firm in Farmington Hills. "We've known about this for a long time," he said. Nevertheless, the decision speaks to the troubled automaker's need to stem the financial bleeding. The world's largest automaker has lost $4.8 billion in North America so far this year, and retail sales have fallen more than expected since employee pricing discounts were stopped in the fall. Also, GM continues to feel the heat of falling market share and the encroaching presence of Toyota Motor Co.

News Mercedes cancels by-wire brake system; decision a blow to technology's future JENS MEINERS | Automotive News Europe Posted Date: 12/8/05 Mercedes-Benz is discontinuing the twice-recalled Robert Bosch GmbH braking system on the E-Class and CLS-Class sedans next summer in a move that is a blow to automotive brake-by-wire technology. Mercedes will drop the Sensotronic Brake Control system from the E-Class in June 2006 when it introduces the car's midterm face-lift. At about the same time, the E Class-derived CLS also will lose the system. Both cars will have a conventional hydraulic braking system. "We can now offer all the comforts of SBC in a conventional system," said a Mercedes insider. "SBC was a very expensive system." But the source also acknowledged that customers had lost confidence in the system. Software failure The technology eliminates the mechanical link between the driver's brake pedal and the brakes, substituting an electrical link that actuates the brake calipers. Customer complaints were linked to the failure of software for the brake system. When the system failed, the hydraulic system took over. But that resulted in a longer stopping distance and additional brake pedal effort by the driver. "Statistically, (the Sensotronic Brake Control is) as good as our other braking systems and sometimes better," the insider said. "But we cannot get the doubts out of customers' heads." Mercedes' SL roadster and the low-volume SLR McLaren and Maybach supercars will retain the brake system until the end of their life cycles. It would be too costly to re-engineer those low-volume cars to accommodate a conventional system, a source said. Sensotronic Brake Control was supposed to highlight Mercedes' technology leadership. Instead, it created a double blow to the brand's image. In May 2004, Mercedes recalled 680,000 vehicles to fix the complex brake-by-wire system. Then, in March 2005, 1.3 million cars were recalled, partly because of further unspecified problems with the Sensotronic Brake Control system. $173 million price tag Bosch has no other customers for the system, which it co-developed over nine years with DaimlerChrysler AG at a cost of 147 million euros, or about $173.3 million at current exchange rates. A Bosch spokesman acknowledged that the system has lost some of its competitive edge. "In 2001 we were far ahead with SBC, but conventional technology has not been standing still," the spokesman said. "With the ESP Premium (vehicle stability system), we have all SBC functions in a conventional system."

2006 Saab 9-5 Look at Me: Saab wants your attention now to prepare you for big changes in the future ANDREW LUU Published Date: 12/5/05 2006 SAAB 9-5 2.3T ON SALE: Spring BASE PRICE: $34,100 POWERTRAIN: 2.3-liter, 260-hp, 258-lb-ft turbocharged I4; fwd, five-speed manual CURB WEIGHT: 3470 lbs 0 to 62 MPH: 6.9 seconds (mfr.) FUEL MILEAGE (EPA Combined): 23.53 mpg There have been lots of reasons of late to take notice of Saab. First we got a completely new 9-3 sedan in 2003, follow­ed by a convertible version, and then the Subaru-based 9-2X. This year Saab introduced the 9-7X sport/utility vehicle, and a third 9-3 variant, the SportCombi wagon. Did Saab’s flagship 9-5 sedan somehow get shuffled to the bottom amid all the new product frenzy? Well, sort of. Saab has held steady with the 9-5, add-ing some horsepower here and tightening a few lines there every few years since the car’s introduction in 1999. Now that same formula is applied for the new 2006 9-5 sedan and SportCombi because Saab has big plans for its priciest car offering. Plans so big it needs a few more years to sort it all out. But first let’s look at what Saab fans will get to tide them over. Saab made 1367 changes to the 2006 9-5, which in North America will be called the 9-5 2.3T, reflecting a merging of the former Arc and Aero designations. The car, which debuted at this year’s Frankfurt motor show, is now exclusively an Aero-spec model. All 9-5s get the Aero’s 2.3-liter turbocharged inline-four, now with 10 more horses totaling 260 hp. Torque remains unchanged at 258 lb-ft. Shocks, springs and antiroll bars in the 9-5’s MacPherson strut front, multilink rear are retuned for sharper handling, and the rear track is widened six millimeters. The new handling bits exert a subtle change to the car’s overall abilities. Acceleration is slightly more robust, particularly with the manual transmission model, which includes an overboost function that increases torque to 273 lb-ft under full-throttle duties. Turn-in feels crisper and driver feedback more immediate thanks to a slightly stiffer ride that pays only a slight penalty in ride quality. The 9-5’s tightened bodywork is a lesson in subtlety with fresh sheetmetal from the A-pillar forward. Restyled headlights swoop higher to the edge of the hood, split by a revised grille, all inspired by the 2001 9X concept car at Frankfurt. Designers drew a new rear bumper and taillight treatment for the car. The makeover closely resembles the previous 9-5’s distinguished profile, but manages to blend the shape into the modern era. If all the changes don’t capture your attention, the 9-5’s lower base price of $34,100 might—that’s about $3,500 lower than a comparably equipped 2005 model. If the 9-5’s new price gets buyers en route to the Volvo, Audi or BMW dealership to take a detour to Saab, Saab can claim a small victory. And then in about four years when those same drivers are looking for something new, Saab will have addressed the 9-5’s biggest flaw, front-drive, with the introduction of all-wheel drive. That 9-5 will get V6 power, too. For now Saab enthusiasts should be satisfied with what amounts to a faster, sharper, better-looking, and best of all more affordable 9-5. For the rest of us, all-wheel drive and V6 power can’t come soon enough.

It has Manix vibes to me....with a VW engine?

..interesting...just was talking to someone yesterday who bought a 2006 Escape and has had it only about 2 months and hates it and is looking to get rid of it and buy a 2006 Vue...which she likes a lot.

It's great the GM still does stuff like this...like the good ol' days. I love it.

And can't you just see Charles and Camilla pulling up to a gala, in their Prius...I laugh out loud.

yes...the STS's weak spot is the rear.....it would have benefitted from the Sixteen inspiration.

Of course if the Lucerne is too tame on the golf course for you, there is always the Hummer:

General Motors Advanced Design Group envisages “the mobile home” December 7, 2005 With the internet unchaining millions from a daily job and a geographic location, mobile living environments will be in for some serious attention in the coming century and we’ve seen few as promising as this. The GMC PAD is an urban loft with mobility, a concept for living in the ever-changing cultural landscape of Southern California or, quite simply, a modern alternative for those priced out of Southern California’s escalating housing market. It’s a home ownership concept that enables cultural & geographic freedom for the modern city dweller. It’s a concept that represents a reasoned solution to the problems of urban sprawl, development, and it’s damaging effects on the region’s environment. The PAD is the entry of the General Motors Advanced Design Group in the LA Auto Show “California Design Challenge” which will be judged in January. The PAD has also been created with modularity in mind. As such, the vehicle could easily be adapted for use in government roles such as disaster response and emergency housing as well as public sector uses such as Star Waggons for the entertainment industry or on-site management offices for events, construction, and media. With the PAD, your LA Adventure is your next stop. It’s where you live, where you work, or merely where you want to be. Whether located in walking distance from your job @ TBWA\Chiat\Day, spending a couple evenings along PCH, or wintering at Mammoth, with the GMC PAD, home is where you want it. And commuting is what other people do. The GMC PAD features a Diesel-Electric hybrid system, which acts as a generator for the onboard power grid as well as propulsion for DriveMode. With the PAD’s resource management technology, onboard fuel & water supplies would last for weeks or even months on end. During daylight hours, the PAD’s SkyDeck features 6 M-Sq of photovoltaic cells that collect and store the sun’s natural energy. An electromagnetic suspension aids in leveling & stabilization when the PAD is being used in the LifeMode as well as remarkably easy handling while in DriveMode. Direct TV, OnStar, XM Satellite Wi-Fi and are continually online to provide an endless variety of entertainment, information and security options and the PAD’s LCD interior architecture creates a media rich environment unlike any other. Electronically variable exterior glazing means privacy is always at your fingertips. The PAD’s rearmost area is devoted to a personal spa created in conjunction with Kohler. The food prep / kitchen area features a full suite of PAD-specific appliances developed by Thermador‰ and, with a teraflop of on board memory, the digital life has never been so deep & abundant. For outdoor living, the PAD features an integrated SkyDeck for enjoying the sights & sounds of LA culture. Just for the records, and because this is such a bonzer idea, the Team Members are as follows: Steve Anderson – Concept & Strategy, Design Manager Senon B. Franco lll – Exterior Design Jay Bernard – Interior Design Digital Modeling - Phil Tanioka, Sidney Levy, Brian Horton & Alessandro Zezza Color - Christine Ebner Studio Director - Frank Saucedo (gizmag.com)

FOR RELEASE: 2005-12-06 "Baby Buick" Lucerne Golf Carts to Star on Tonight's "The Amazing Race" on CBS Tonight’s winning team to take home new Lucerne Week-long sweepstakes for new Lucerne AND a trip to Lucerne, Switzerland, at www.cbs.com/buick Detroit – As part of the launch of the all-new 2006 Buick Lucerne and following activities including a new tagline (“Beyond Precision”), new advertising and appearances on “The Apprentice Martha Stewart” and the daytime “Martha Stewart Living,” Buick will take a lead role on tonight's “The Amazing Race” on CBS at 9 p.m. EST. This time, Buick is leveraging its role as one of the leading sponsors of golf and provides each team “Baby Buick” Lucerne golf carts to help complete a leg of the race. As an added surprise to the teams, the winning team on tonight’s episode will win a new Lucerne. “The Buick Lucerne golf carts are great conversation starters at Buick events, especially our PGA Tour stops,” said Buick marketing director Margaret Brooks. “This is a new, fun way to introduce the luxurious Lucerne to an audience interested in upscale brands. We’re excited to award the winning team a new Buick Lucerne.” Also during the show, Buick will promote an on-line sweepstakes offering a grand prize of a new Lucerne and a trip to Lucerne, Switzerland. Consumers may find out more and enter the sweepstakes at www.cbs.com/buick. The Lucerne golf carts were created by Buick with Florida-based LA Concept Cars, Inc., and are available for purchase. Signature Lucerne styling cues accentuate the vehicle, including a waterfall grill, custom headlights and Buick tri-shield logos. In addition, each Lucerne golf cart featured on the show is equipped with OnStar, GM's in-vehicle safety and security system “OnStar is the feature that really surprises people,” said Brooks. “Being able to make dinner reservations from the 13 th fairway can make a round of golf even better.” About Lucerne Built “Beyond Precision,” the Lucerne is Buick's third new vehicle in just over a year, following the LaCrosse midsize sedan and Terraza crossover sport-van. Lucerne offers an array of options, including a V-8 or V-6 power, three trim levels - the well-equipped CX, elegantly appointed CXL or the luxurious, performance-oriented CXS model. Standard on every Lucerne are OnStar, Quiet Tuning - Buick's exclusive process to eliminate unwanted cabin noise - and a four-year/50,000 mile warranty. The sedan has a base manufacturer's suggest retail price (MSRPs) ranging from $26,990 to$35,990. Lucerne is engineered to meet a wide variety of customer preferences and compete across a wide range of domestic and import entries in the premium midsize and luxury segments.

FOR RELEASE: 2005-12-07 Vauxhall Sales Rocket to Number One! Vauxhall tops in UK car sales chart for November Astra, Vectra and Combo best-sellers in class Van sales already pass 2004 total It wasn’t just the fireworks which rocketed skywards in November; figures just released show that Vauxhall sales shot past its main rival to become the best selling car brand in the UK for the third time this year with a market share of 13.9 percent. Fuelled by launches of exciting cars including the New Vectra and New Zafira, Vauxhall sales raced upwards last month, with 22,056 buyers choosing to swap their ‘banger’ for a new ‘sparkler’ from the Vauxhall range. That was 2,172 more than its nearest rival and a six percent rise from Vauxhall’s November 2004 display. Astra was the brightest star, taking the overall number one UK sales spot for the month. Registrations were up by 10.3 percent to 8,138 compared to November 2004, and demand for all models remains exceptionally strong. The stylish Sport Hatch is proving particularly popular with private buyers (a massive 30 percent chose this model), while fleet buyers especially continue to be wowed by the super-efficient CDTi diesels. The Ellesmere Port plant which builds Astra in the UK is working flat out to meet customer orders, and the waiting list for the VXR model stretches until next spring! Corsa, Tigra and New Zafira all had strong months, with all proving especially attractive to private retail buyers. But it was the highly-acclaimed New Vectra which really caused a stir by snatching the number one spot in its sector, comfortably overtaking two newly-launched German rivals. Sporty SRi versions are proving to be the top sellers, showing that buyers are enthusiastic drivers who will really appreciate the new UK-specific chassis set up. And it’s not just the Vauxhall car range which has proved such a hit with buyers. Vauxhall has already sold more vans in 2005 than it did in the whole of 2004; the Combo van comfortably topped its segment chart and Griffin-badged LCVs increased market share from 15.7 to 16.6 percent for the month. Vauxhall’s managing director Bill Parfitt said: “We’ve worked hard to make sure that our latest range of cars and vans are really stylish and great to drive and the November sales success proves we are clearly hitting the right spot. With new VXR models only just arriving in showrooms and plenty of exciting new products due in 2006, there’s plenty for us to look forward too – and for rivals to worry about! ” Founded in London in 1903, Vauxhall is a UK brand aiming to deliver driving excitement and stylish and innovative design. Its vehicles benefit from the best of GM's worldwide capability while being designed to cater for the various and varied demands of modern day drivers. Producing thousands of vehicles every year at its van plant in Luton and car plant in Ellesmere Port, Vauxhall is a major contributor to the local economies and communities in both Bedfordshire and Cheshire. Total sales for 2004 were 373,540 (325,012 cars and 48,528 vans). UK production of cars and vans in the same period totalled 236,883 (147,918 cars and 88,965 vans).

1970 Cadillac Eldorado

Totally agree.....it's like, designers may as well put their pens down. Give up. No one could possibly improve on this. The powerful stance, it's majestic presence, it's heroic posture, it's clean pure lines, perfect merging of past and future. The Sixteen.

I hear ya sixty8.....this car has such an affect on me. It just occured to me, I don't know who designed it. Do you or anyone know?

600 Horses: Chevy Working on '08 Corvette SS? Date posted: 12-06-2005 DETROIT — Corvette rumors are as rampant these days as tabloid stories about Nick and Jessica. But aficionados' antennae are picking up emanations from deep inside General Motors that Chevrolet is readying an ultra Vette for 2008 that should outgun the new Z06. According to the Web site, DigitalCorvettes.com, the so-called Corvette SS will be the ultimate Vette, although details at this stage are pretty slim. The rumor mill has a "charged" LS9 engine under the hood as a Corvette exclusive, not to be shared with Cadillac, Pontiac or any other GM brand. Although smaller in displacement than the massive 7.0-liter LS7, the blown LS9 allegedly will churn out more than 600 horsepower — considerably more muscle than the 500-hp Z06. One insider claims the new Super Vette is not the long-rumored "Blue Devil" car and, in fact, insists that no running prototypes exist yet. Stay tuned… What this means to you: Just like Pizza Hut's quest to find new places for cheese, GM has been striving to tack some more horsepower onto the Vette. Is 1,000 horsepower on the horizon? It's not quite as laughable as it used to be. (Edmonds Inside Line)

American Dream Come True: Performance STS-V may be Cadillac's best yet BOB GRITZINGER Published Date: 12/5/05 2006 CADILLAC STS-V ON SALE: Now BASE PRICE: $77,090 POWERTRAIN: 4.4-liter, 469-hp, 439-lb-ft supercharged V8; rwd, six-speed automatic CURB WEIGHT: 4295 lbs 0 to 60 MPH: 4.8 seconds (mfr.) General Motors Performance Division engineers will be the first to tell you that their pride and joy, the 2006 Cadillac STS-V, is more of an autobahn rocket than a hyperactive track star. Unlike its race-bred sibling, the CTS-V, this latest model in Cadillac’s performance lineup is not intended for hard cornering, hard braking, hard accelerating or hard anything. That’s not to say the car can’t handle hard charging, or that it won’t match up well against the luxury performance competition; it’s just not going to beat anyone up, including, most importantly, the person behind the wheel or the passengers. Performance Division resident hotshoe engineer John Heinricy, who has turned many a lap in pursuit of performance handling in everything from the Corvette Z06 to Chevy’s racing Cobalt, compares the STS-V’s performance to a base C6 Corvette. For those looking for a BMW M5 in Cadillac clothing, that might not be enough. But for those seeking Corvette performance in a well-manner­ed, full-size rear-wheel-drive American luxury sedan, STS-V is a dream come true. Our drives support Heinricy’s assertion—the car proved virtually as quick as a C6 on GM’s Milford test track, with little body roll, solid consistent braking and enough wiggle room in competitive driving mode (same as that found on the C6) to allow you to steer the tail by flexing your right ankle. Cadillac general manager Jim Taylor is quick to give props to the first hot rod Caddy from the Performance Division, the 2004 CTS-V, which established GM’s formerly ponderous and pompous division as a player in the performance ranks—and made a name for Cadillac on the racing circuit. Next out of the gate is this STS-V, based on the highly touted, well-received new rear-wheel-drive STS. The V arrives at dealers this month, follow­ed early next year by the 2006 XLR-V roadster, completing Cadillac’s performance portfolio. “Even though CTS outsells STS, the STS defines the brand,” says Taylor. “The STS-V casts a performance shadow over the entire Cadillac line, and gets rid of the perception that Cadillacs are big cars for old men. Changing that perception is No. 1 on our list.” Make no mistake: These high-zoot Caddys are all fairly exclusive. Where CTS sells in the range of 70,000 cars per year and STS about 35,000, only about 4000 CTS-Vs go out the door a year—at a selling price in excess of $50,000 each. STS-V will likely halve that number, selling just 2000 copies a year to an exclusive clientele capable of handing over more than $77,000. (For those keeping score, Cadillac plans to sell about 1000 of its $100,000-plus XLR-Vs annually.) If you tote it all up, the V-car sales are the kinds of numbers that used to get people laughed out of GM boardrooms not too many years ago, or at the very least shipped over to Chevy to learn the ABCs of selling in volume. So what exactly does $30,000 over a base STS buy in an STS-V? And more importantly, is the premium worth it? For starters, that big bump in the center of the sheet-molded composite hood isn’t there for appearances. Underneath Cadillac stuffs a 4.4-liter supercharged Northstar V8—the first supercharged production Cadillac engine. It is also the most potent production Caddy powerplant ever, capable of producing 469 hp at 6400 rpm and 439 lb-ft of torque at 3600 rpm—with 90 percent of peak torque on tap from 2200 to 6000 rpm. GM engineers originally estimated output at 440 hp and 430 lb-ft, but new Society of Automotive Engineers testing rules bump actual output and place the STS-V engine in the select company of a very few V8s that pump out more than 100 hp per liter. The aluminum engine, a smaller-bore version of the base car’s naturally aspirated 4.6-liter Northstar V8 that makes 320 hp and 315 lb-ft, is fitted with a GM-patented integrated supercharger/intake manifold that creates one seriously rigid piece of hardware. Inside the unit is a Roots-type blower producing 10 to 12 psi of boost, along with an intercooler comprised of four Swedish-made Laminova chillers that knock the intake temperature down from 300 degrees F to just 135 F before pumping the charge into the combustion chambers. The engine features unique four-cam continuously variable valve timing. While the overhead-cam setup reduces valve noise and the clutchless supercharger and tubular intercoolers cut into booster whine and intake noise, GM engineers took some added steps to suppress noise from the engine bay. These are: automated exhaust port polishing to smooth airflow; oil cooling jets to damp piston, rod and pin noise; and a new accessory drive system using a single pulley to drive three belts, including the dedicated supercharger drive belt. The overall effect is one of big-displacement power without all the usual intake and engine noise permeating the cabin. Instead, a heavy foot is rewarded with smooth power amid near-Lexus quiet, with just a hint of an exhaust thrum to make sure you don’t forget you’re at the wheel of a performance machine. For some of our testers the refinement may go too far—they don’t think the engine feels quite as dramatic as 469 hp ought to feel. But all agree there is more than enough scoot under boot to make this unpretentious Caddy a sleeper on the street. Power is routed to the rear wheels via a new six-speed adaptable automatic transmission—the first GM six-speed built for rwd, awd and 4wd applications. The gearbox operates in three modes: fully automatic, more aggressive performance algorithm shifting automatic, and sequential manual shift, in which the driver chooses gears via the intuitive center-console shift lever. The driver shift control system also allows the transmission to hold the driver-selected gear right up to the 6700-rpm redline without jumping to the next gear. We’d like the transmission to be a little quicker in its shift response, especially when pushing the limit, but then we’re used to driving cars with manual gearboxes. For most drivers this gearbox will be more than responsive, while providing the ease and predictably smooth shifting of a Hydramatic transmission in everyday driving. Chassis upgrades support the powertrain, with stiffer springs, bushings, wheel bearings and antiroll bars; a steering gear tuned for quicker on-center response without overreacting off-center; Brembo four-piston disc brakes, 14 inches front and 14.3 inches rear; and 10-spoke painted aluminum wheels, 18x8.5 inches in front, 19x9.5 inches in the rear, fitted with Pirelli Euphoria run-flat tires. Cadillac stylists resisted the urge to hammer home STS-V’s performance credentials. Instead, design touches like the lowered front fascia and the wider mesh grille opening are functional, providing a 34 percent increase in engine bay cooling, while the taller rear spoiler and front chin spoiler reduce lift, and the lower rear fascia helps control airflow. Discreet V Series and Supercharged badges accent the exterior. Inside Cadillac turned to Draexlmaier Automotive, the same supplier Mercedes uses for its Maybach, for the neatly stitched door panel and dashboard leather work. Etched metal accents the interior and the steering wheel spokes, while olive ashburl wood completes the ensemble (you didn’t think Cadillac would get away without some wood, did you?). The overall effect is inviting, functional and comfortable, without being fussy or hard to manage. After a few laps around a track and a few days of pounding the urban/suburban pavement, we think the STS-V is one awesome Cadillac, possibly the best car the division has produced. Given that, the buying decision ought to come down to whether you prefer STS-V’s “elegant” performance formula, or the more rugged, racier edge found in more expensive competitors like the M5 (opposite page) and the Mercedes-Benz E55 AMG. Isn’t it nice to have choices for a change?

This concept singlehandedly embodied all the great things about Cadillac through all the years in one sensational car. It will be my favorite for all time.

I've seen so many pictures of the Sixteen but they are usually in indoors in a controlled setting. I think it looks even better in outdoor light and in motion.

My pleasure GM1.... and sixty8....I love the ad!.......and Balthazar...I feel the same about the limo. For example here is the Cadillac lineup for '63, including the limos:

The incredible Sixteen....revisited, because I like it so.

December 7, 2005 First Drive: 2006 Corvette Coupe Z51 Review and photos by Michael La Fave Over the years I have had the opportunity to drive a lot of Corvettes. I even sort of own one: a 1987 coupe with the mid-level Bilstein performance suspension, oil and trans coolers, shorter final drive and every conceivable luxury feature. The point of telling you about the '87 is to simultaneously divulge what might be perceived as a bias and the desire to express my fondness of the marque. Some of my favourite 'Vettes (that I've driven) are: our two-tone '87, the 330-hp, six-speed manual 1996 Collector's Edition, the 2001 Corvette Z06 and a rare, custom-built Z06 convertible by a Toronto customizer, Caravaggio Corvettes (www.caravaggiocorvettes.com). I've also driven a few that I didn't like so much, namely a 2003 Anniversary Edition coupe in which I learned a valuable and expensive lesson about decreasing radius corners – admittedly the fault was mine not the car's, but it still didn't have the feedback I like in a performance car. Two convertibles also make my least favourite list: a 2004 and just this past summer a 2005. The convertibles were especially un-enjoyable to me with their soft suspensions and unpredictable, at-the-limit handling. Some other staffers found the '05 an ideal cruiser so what follows is obviously highly subjective. All that being said, I'm willing to forgive and forget all the Corvettes I haven't liked for two that I absolutely love: a 2006 Z51 with the new paddle-shiftable, six-speed automatic and the new Z06 (see below). When we were in Las Vegas for the SEMA (Specialty Equipment Marketers Association) trade show, General Motors also gave us the opportunity to stretch the legs of five new models on a desert blast that took us down the Las Vegas strip, through Lake Mead and Valley of Fire National Parks. Luckily, I secured the 'Vette's keys for a 50 kilometre, high-speed stretch through Lake Mead National Park. These are the roads that the Corvette was built for. Long gentle corners, suspension-compressing valleys and blind hillside crests. The steering wheel mounted paddles are easily reachable and help make the most of the car's impressive 400 hp V8. Floor the pedal from a dead stop with the traction control deactivated and the tires peel out as if you're on ice. Within a few moments they find their grip and the car rockets forward. An automatic or manually selected shift to second makes the rear end wiggle and there's another surge of power as the tranny's torque converter multiplies the engine's power. Speed is nothing new for a Corvette, which isn't ultimately what made the Z51 so special. It was, in fact, the optional Z51 suspension system that has stiffer springs and shocks, drilled brake rotors, shorter gearing and more direct steering. On these roads the car's ride is taught, well controlled and comfortable. For a relatively large performance car, the Z51 equipped 'Vette is direct and responsive. The worst road imperfections do cause the rear end to skip around a bit, but the car never felt scary or unpredictable. Once set into a corner, all 400 hp can be poured through the rear wheels making the 'Vette one of the fastest grand touring cars I've ever driven. That's right, the 'Vette is a grand tourer not a sports car. With a roomy comfortable interior, a huge trunk, excellent high-speed fuel efficiency, comfortable ride quality and rafts of luxury and convenience features, this 'Vette is a great GT similar to an Aston DB9 or BMW 645Ci. Our test car had an excellent stereo system and a very cool tinted transparent roof panel. A head up display (HUD) is standard and lets the driver see road speed, engine speed, cornering Gs, engine temp, fuel level and gear selection all without having to take eyes off the road. You can order the car with a painted roof, tinted panel, or a package that includes both for around $2000. With the advent of the new paddle-shift automatic the manual transmission becomes the standard tranny and the automatic is now an option. All told our Z51 coupe was about $80,000 Canadian. A lot of money to be sure, but when you consider what you are getting and how much the competition costs, the Corvette still represents the best performance value in the high-end coupe segment.