HarleyEarl

balthazar, at first I thought you were doing a survey of Speedo swimwear users lol.. Great trivia questions....you have me baffled, I'm going to try a couple.

I agree....I sometimes see these on the street and they still look beautiful after 20 years. Timeless design.

This was a very sleek hatchback made by the wrong car company. Probably would have enjoyed more success coming from a different automaker. Designed by famed Italian designer, Georgetto Guigario.

MARK PHELAN: Don't bury GM yet: It has the vehicles for recovery November 22, 2005 FREE PRESS COLUMNIST General Motors Corp. builds more good cars and trucks today than it has in decades, but it's still saddled with too many losers. Its plant closures should address that and allow GM to stop diverting resources it can't afford to vehicles it doesn't need. It may make sense for Pontiac and Buick to attempt to sell minivans in some alternate universe, but on Earth the boring vehicles only distract GM from coming up with vehicles the public actually wants. Every big automaker has its share of underperforming models -- even Japan's successful automakers have the Toyota Echo, Nissan Quest and Honda Ridgeline. We don't pay attention to those vehicles and heap scorn on them like we do when GM foists a vehicle like the Pontiac Aztek on us. There are two good reasons for that. First, thousands of Michigan jobs hinge on GM's every move, so we focus on the company obsessively. Second, Toyota and Honda have their own obsessive focus on doing a superb job with their core vehicles like the Camry, Sienna and Accord. That success makes the occasional failure of a marginal vehicle seem insignificant. GM has another problem, and it created this one for itself. The world's largest automaker has spent the better part of a generation teaching us to expect poor quality and lousy fuel economy. That's generally not the case today -- the Chevrolet Malibu midsize sedan gets 35 miles per gallon on the highway and has won several awards for its quality. As fuel prices rose this summer, it became fashionable to dismiss the new full-size SUVs that GM has coming next year as out of touch and out of time, but GM's big SUVs have outsold the Toyota Prius gasoline-electric hybrid by more than 4 to 1 this year. And that's in a down year. Just as it was a mistake to assume the Nissan Titan pickup would run Ford and Chevy pickups off the road when it went on sale two years ago, it's too early to write the obituary for GM's profitable SUVs. When a brand has become severely damaged, it takes 3 to 5 years for the public perception to catch up with an improvement in its products, GM Vice Chairman Bob Lutz told me last summer. By that measure, GM's Cadillac and Chevrolet brands are in recovery. The automaker's latest moves could set the stage for repairing the rest of its product line. The two C brands build many excellent models today. The Cadillac CTS has been on the market since 2002 and its sales are still rising, a trend that's almost unprecedented among domestic brands. Buyers are paying the sticker price for the Chevrolet HHR, and that's unheard of for a small car from GM. Cadillac has a clear mission -- to be America's luxury car -- and a well-defined product line. Chevrolet's not quite there yet, but upcoming vehicles like the full-size SUVs and pickups and the stunning replacement for the Malibu midsize sedan spell out GM's plan. Chevy must again become the brand that combines affordability, style and performance for the American family. Phasing out plants that build peripheral vehicles like Chevrolet's enjoyable but slow-selling SSR convertible pickup makes sense. So does reducing production of midsize SUVs by idling GM's Oklahoma City plant and cutting a work shift in Moraine, Ohio. The market is moving away from vehicles like the Chevy TrailBlazer, GMC Envoy and Buick Rainier. GM is better off concentrating on the fuel-efficient replacements for those vehicles that will come from its new assembly plant just outside Lansing. The idea that GM has to provide Buick, GMC, Pontiac and Saturn dealers with a vehicle for every market niche is a luxury GM can't afford. If Cadillac and Chevrolet are healthy, GM is healthy. The rest is gravy. However, Buick and Pontiac remain weak. The brands have no clear identity, and they've had too many bland cars for too many years. Their images have sunk lower than Cadillac's and Chevrolet's ever did, Lutz admitted to me last summer. Pontiac has the first cars in its revitalization on the road now in the Solstice roadster and GTO sport coupe, but Buick is just getting started. By sweeping away the minivans and so-so midsize sedans that clutter the brands' lineups, GM may hasten the recovery by sharpening Pontiac and Buick's focus.

The DTS is a nice transition car for it's intended audience. It will probably be the last of this type of car at Cadillac. The next DTS, I'm sure, will be very different.

Brian, that is very funny and..very true lol.

I have to say, this is one of those cars where I like the wagon version better. Usually it's the other way around. This is a sensational car.

Canadian Driver November 23, 2005 Chrysler Canada considering diesel minivans Windsor, Ontario – According to a report by the Green Car Congress, DaimlerChrysler is considering selling a Canada-only diesel minivan while preparing a major product offensive for 2006. The company sells diesel versions of the Voyager minivan in Europe, as well as the Chrysler 300C and other models, but limits its diesel engines to trucks and Jeeps in Canada. The European-specific Voyager comes with either a 2.5-litre or 2.8-litre turbo diesel engine.

November 23, 2005 Test Drive: 2006 BMW 530xi Touring Wagon By Veeno Dewan Photos by Greg Wilson In the UK, where I come from, station wagons are known as "Estate cars." Apparently British automotive folklore has it that a wealthy Lord of the Manor wanted a car with a covered rear section so he could tote his pheasant shooting guns while hunting around his thousand-acre country estate: hence the term ‘estate car'. Another more elegant term for this vehicle was the ‘Shooting Brake'. I remember seeing a few old pictures of Jaguars, Rovers and even an Aston Martin converted to these ‘Shooting Brakes'. Yes, I admit station wagons keys have passed through my greasy palms in my British automotive horror chamber. First up was a rock solid big, old 1979 Ford Cortina that did duty as a parts chaser while I was rebuilding my stubborn and soon-abandoned old Jaguar. My second wagon was a ratty 82' Ford Escort that I picked up in exchange for a colour TV (don't ask why). Believe me there is no finer way of transferring oil soaked used car parts in the dead of winter. No such chance of hauling around dirty car parts in the 2006 BMW 530xi wagon. Known here and in the UK as the Touring, it's both an expensive and very beautiful piece of ‘kit'. Key attributes in the all-wheel drive xi version I tested is the impressive looking exterior, sporty engine, luxurious cabin and the stellar performance of the all-wheel xDrive system. In the looks department, the rear ‘Bangle bustle' (or bum) has been ditched in favor of extra glass, a sheet metal roof and a power lift gate. Overall, it's a nice slice of extra surgery, executed deftly with the rear C and D pillars integrating into a cohesive design. For some strange reason, the arcing, curved flanks running from the front fenders along the doors to the rear bustle reminds me of an airplane fuselage: it must be the considerable girth of the car. Our tester came in a glacial Alpine white paint that toned down its imposing stance. The colour also tended to flatten and dull the exterior styling character lines, and panels. BMWs, I think, always look better in shiny metallic hues. Standard equipment More luxurious than ever, the BMW 530xi arrives well-equipped. Standard interior equipment includes automatic climate control, a CD player, one-touch power windows, rain-sensing windshield wipers and heated mirrors. Ten-way power front seats are also standard issue with 12-way power front sport seats. Have a sensitive derriere? Well maybe you need the optional 20-way power multifunction seat. Bit of a technophile? You might spend a few hours playing with the idrive multifunction control system that seems to annoy many people. (Me... I don't mind it). As well as the much maligned idrive, there are optional nanny devices such as Active Roll Stabilization (ARS) and Active Cruise Control (ACC). Other techno goodies such as Hill-Start Assist and Hill Descent Control are standard with the xDrive. A DVD-based navigation system with voice command, adaptive cruise control and, adaptive bi-xenon headlights, are also expensive options. Audiophiles are not forgotten with an optional glove box-mounted CD/DVD changer, as well as a premium-grade Harman Kardon sound system. Our fully loaded Touring featured two option packs, the $3500 premium package offering side window sunshades, ski bag, heated rear seats, park distance control and the killer Harmon Kardon Logic 7 Sound System. The pricey M sport package ($6,500.. gulp!) gives you fancy 18-inch double spoke alloy wheels, sports seats, the snazzy M aero package and the ‘interesting' metallic cube interior trim. Also handy was the remote operated power tailgate. Technological highlights On the engine front, the 530xi features an all-new 3.0-litre inline six producing 255 horsepower. The power output is achieved using throttle-less Valvetronic valve train (try saying that a few times), and a redesigned three stage intake manifold. Extensive use of magnesium and aluminum in the engine block and water jacket makes for an impressive 25 percent weight reduction off the previous power plant. Click image to enlarge This translates into somewhat of a trade-off for the extra hardware in the all-wheel xdrive system. Also, note BMW claims fuel consumption is reduced by 10 percent as a result of the engine valve and manifold technology. The 530's xDrive system is similar to the hardware found on the BMW X3 and X5, however there are a few differences; a gear drive replaces the chain drive in the 530xi and the system is electronically controlled and uses a multiplate clutch for infinite variation in the front/rear power ratio. It works with BMW's Dynamic Stability Control (DSC), using computers and sensors to adjust the distribution of power. In certain situations the DSC kicks in and applies braking action on a single wheel, and with the xDrive, automatically redirects torque to the wheel opposite it when it needs to correct. In low traction and sliding ice the 530xi car can keep moving even if only one wheel has traction. Interior design The cabin has a mild 7-Series look to it with an imposing, neat, and slightly overdone interior. It's the kind of interior that makes you afraid to eat a cookie in it. You'd expect some kind of contraption to emerge from the dashboard, snatch it from you, tidy up the crumbs, and slap you in the mouth as punishment. It's all so... neat and tidy. The dashboard and centre console and even the door trim panels were decked out in an interesting aluminum trim with a textured cubed surface. It's nicely done, but adds to the obsessive style of the cabin. Yes, everything is in the right place ergonomically although I have a couple of minor gripes: the knobs for the stereo are too small and the cheap rubbery feel is at odds with rest of the car. The indicator turn signals are finicky sometimes and won't return to the rest position smoothly, and the rear-view mirror is stiff to adjust. With regards to the idrive, although this version is easier to use (my six-year old son figured out how to use the mouse and screen to change between CD and radio within a minute... the little bugger), I think a full set of conventional controls for the climate, navigation and audio systems should be present in full on the car. I say this because older buyers who may use a computer and mouse at work really don't want to use one in the car after a long day at work. Some people I've spoken too are more concerned that taking your eyes off the road to look at the screen to execute a function is not a good idea. Others are more blunt, saying nothing beats the simplicity, speed or tactile feel of good old-fashioned knobs or sliding controls. They do have a point: you won't operate a computer with car-like knobs, switches or buttons, so why use a mouse to operate car functions? The rest of the interior is impeccable with excellent quality in the trim plastics and the fine leather upholstery. I often try to find loose, squeaking or ill-fitting panel gaps in a BMW, and always fail. The big seats are firm, supportive and comfortable without being too hard. A standard panoramic sunroof lets in lots of light and does not compromise front or rear head room. The rear seating area has ample leg and shoulder room and tall adults are well catered for. The wagon roof extends headroom by around 15 mm (0.6 in.). They will also appreciate the optional heated rear seats. Moving to the rear cargo area, it's a fully carpeted, well finished area that contains 950 litres (33.6 cu. ft.) of usable space with the rear seats in place. Fold the rear seats down and this increases to 1,650 litres (58.3 cu. ft) of cargo. If you do decide to load your 530xi with heavy car parts, the self-levelling rear air suspension will ensure you won't look like a funny car dragster going down the road. A nifty power operated tailgate is a boon and closes by a push button switch. Safety The 530xi Touring has inherent rigidity and tank-like solidity. Standard safety equipment includes a head protection system and side-impact airbags for both the front and rear seats. Click image to enlarge The aforementioned Dynamic Stability Control (DSC) and four-wheel disc brakes with electronic brake proportioning, cornering and stability enhancements are standard across the 5 Series model line and work very well together. Inside the car, active front head restraints and Advanced Safety Electronics (ASE) that monitor and govern the deployment of safety systems are optional. Also as mentioned before both Hill-Start Assist and Hill Descent Control features are standard with xDrive. Driving impressions v The BMW 5 Series sedans are extremely well balanced machines and totally at home with hard and fast driving manoeuvres when in the hands of capable drivers. The 530xi is even more of an attraction due to its xdrive. On the highway, the car feels solid and stable thanks to its super stiff chassis. Click image to enlarge Broken pavement, bumps and expansion cracks barely upset the car's poise. The active steering system transfers steering responses fast and accurately, and the xdrive comes into its own on fast curves and during abrupt steering corrections. With its lower centre of gravity and 49/51 percent weight distribution front to rear, the wagon reacts better than bulky SUVs. Its responses are faster and more defined and there's less fear of breakaway in a corner. Shifting the sweet six speed manual transmission is a delight, and the in-line six cylinder engine delivers torque in a smooth flexible curve that really makes use of the transmission's well-spaced gear ratios. In and around town, the 530xi is aided by it park distance control so you don't bash into things when parking. Low speed handling is a breeze with good steering proportioning although the electric steering can feel a little fuzzy during ultra slow maneuvering. Overall the 530xi is a refined, comfortable, sporty wagon that's a high quality, luxury alternative to a ponderous SUV. With a truly great chassis, engine and sophisticated technology, the 530xi is a jewel of German engineering and prestige, and comes with a price that could buy you some serious jewels. With a base price of $72,400, our as-tested vehicle came in at $82,400 with two option packages. When I told people the price, most stood dumbfounded or slack jawed. "Ohhh" was the usual response. Most assumed the Bimmer was around $60,000, tops. The BMW 530xi Touring is a frighteningly efficient wagon that few can equal in execution. It's not cheap, but is very, very good at what it does. If your lifestyle includes multiple annual skiing trips, regular cabin retreats or long recreational journeys, you can probably afford this kind of car. Technical Data: 2006 BMW 530xi Touring Base price $72,800 Options Premium Package ($3,500) includes manual side sunshades, auto-dimming exterior mirror, auto dimming interior mirror, ski bag, storage compartment package, heated rear seats, park distance control. Harmon/Kardon Logic 7audio system. M Sport Package ($6,500) includes M-multi-function leather sport steering wheel, sport seats, aluminum cube trim, high gloss shadow line, M Aerodynamic package, anthracite roof liner, 18-inch M double spoke alloy wheels. Freight $1,595 A/C tax $100 Price as tested $82,400 Type 4-door, 5-passenger wagon Layout Front engine/all wheel drive Engine 3.0-litre inline 6, DOHC, 24 valves Horsepower 255 @ 6600 rpm Torque 220 lb-ft @ 2750 rpm Transmission 6-speed manual Curb weight 1750 kg (3858 lb.) Wheelbase 2886 mm (113.6 in.) Length 4856 mm (191.2 in.) Width 1840 mm (72.4 in.) Height 1491 mm (58.7 in.) cargo capacity 951 litres (33.6 cu. ft.) seats up 1651 litres (58.3 cu. ft.) seats down Fuel consumption City: 12.1 L/100 km (23 mpg Imperial) Hwy: 7.8 L/100 km (36 mpg Imperial) Warranty 4 yrs/80,000 km Powertrain warranty 4 yrs/80,000 km

He Drove, She Drove Cadillac DTS is a hit, miss By Paul & Anita Lienert 2006 Cadillac DTS Performance Sedan Type: Front-engine, front-wheel drive, five-passenger sedan. Price: Base, $50,490 (inc. $795 destination charge); as tested, $53,925. Engine: 4.6-liter V-8; 291-hp; 286 lb-ft torque. EPA fuel economy: 17 mpg city/24 mpg highway. Where built: Detroit Key competitors: BMW 7 Series, Buick Lucerne, Chrysler 300C, Infiniti Q45, Jaguar XJ8, Lexus LS 430, Lincoln Town Car, Mercedes-Benz S Class, Mercury Grand Marquis 12-month insurance cost, according to AAA Michigan*: $1,596 (Estimate. Rates may be higher or lower, depending on coverage and driving record.) Anita's Vehicle rating: 5 Likes: Good ride quality -- not floaty. You can order an optional front bench seat. Conservative, yet appealing cabin. Gobs of high-tech features. Remote start automatically adjusts cabin temp. Attractive gauges. Six standard air bags Dislikes: Special paint costs extra. Automatic transmission has only four speeds, when many luxury competitors offer six and seven. No adjustable pedals. Fuel economy isn't great. Paul's Vehicle rating: 3 Likes: Traditional domestic buyers will find DTS familiar and comfortable. Adequate power from 4.6L V-8. Enormous trunk. Performance model comes with additional high-tech safety features. Firm, but compliant ride. Dislikes: Oversized Detroit luxury car looks and feels like an anachronism next to most premium competitors from Europe and Asia. Fancy power massaging front seats surprisingly uncomfortable, lacking sufficient thigh and lumbar support. Brakes not progressive, requiring heavy application of pressure toward end of pedal travel. Interior lacks personality. Most Boomers used to driving luxury imports won't give this a second look. 1. Unacceptable, 2. Subpar, 3. Acceptable, 4. Above Average, 5. World Class We sampled the 2006 Cadillac DTS, which replaces the old DeVille, for a day last summer and then got back into it for a week in November for a much longer look. The front-wheel-drive DTS takes its name from the high-performance model in the old DeVille lineup, and carries over the basic mechanical architecture of its predecessor, with all-new sheet metal and a brand-new interior. We tested a top-of-the-line DTS Performance Sedan with a base price of $50,490, including a $795 destination charge. Our test car had several options, including a $1,795 DVD navigation system, 18-inch chrome wheels, and $350 power rear sunshade. Bottom line: $53,925. HE: For lots of older folks, the big Cadillac sedan formerly known as the DeVille is still a favorite. For many other consumers, the DTS may seem like little more than a hollow status symbol. Boomers in their forties and fifties who've driven German or Japanese luxury sedans will find it hard to relate to this Cadillac. It's still a classic oversized and overstuffed made-in-Detroit luxury car that looks and feels like an anachronism next to most premium competitors from Europe and Asia. SHE: I don't see how you can characterize the DTS like that when Cadillac made it a point to load this car up with lots of high-tech features, from adaptive remote start that automatically adjusts the temperature in the cabin - even when you're still in your house -- to new ultrasonic front park assist that helps you when you're parallel parking. Sheesh. The way you talk, it sounds like there's a standard walker in the trunk. But in reality, the Cadillac flagship sedan is updated. Conservative, yes, but a bit fresher, too. HE: There are plenty of cars on the market that offer more advanced technology, better performance, a smoother ride and more safety equipment for less money. It just seems like Cadillac is caught in that classic squeeze -- trying to broaden its appeal to younger buyers while trying not to alienate the traditionalists. The problem is that older market is rapidly dwindling. And Cadillac hasn't done enough to make the DTS more attractive to non-Cadillac owners. Take a good look. The cabin is certainly plush and roomy, but it lacks a distinctive personality. On the DTS Performance Sedan, you get the fancy massaging seats -- but we found them uncomfortable on longer journeys, and lacking sufficient thigh and lumbar support. I actually ached when I got out of the car after a 50-mile ride one evening. SHE: You sound like a candidate for BenGay. Granted, I would have been a bit happier had the DTS been equipped with something other than that four-speed automatic transmission when so many other competitors are offering six- and seven-speed automatics. That probably would have boosted the EPA fuel economy numbers above 17 mpg in city driving and 24 mpg on the highway.There are other puzzling omissions. The DTS had six standard air bags, but no adjustable pedals. But Cadillac still offers an optional front bench seat, which you can no longer get in cars like the Toyota Avalon. So it's not all grim news -- and for the audience, it may still be the perfect fit. HE: If you're over the age of 60 and used to work in the domestic auto industry, the DTS may be the politically correct ride, but that doesn't make it the best choice. Cadillac has managed to upgrade the ride quality, but it's still a chore to park this big boy. And I'm puzzled by the brakes, which require an extra effort on the pedal to bring the car to a full stop in a reasonable distance. I still have trouble feeling the pavement through the steering, which seems too isolated compared with many of the imports. There isn't a lot of muscle under the hood, either. The DTS Performance Sedan gets a tiny bit extra juice from Cadillac's workhorse 4.6-liter V-8, which has been massaged to deliver 291 horsepower. But we tested a Lexus IS 350 last week with a much smaller, 3.5-liter V-6 engine that makes 306 horsepower--and cost $9,000 less. SHE: The DTS crowd won't look twice at that mid-size Lexus. For the money, Cadillac hit the target dead-center. He drove, she drove Anita and Paul Lienert are partners in Lienert & Lienert, a Detroit-based automotive information services company.

Product preview Jeep's SRT8 packs powerful Hemi under its hood By Paul and Anita Lienert DaimlerChrysler / Jeep The SRT8 has power-adjustable, deeply sculpted performance seats in the front complete with uniquely patterned performance suede inserts. DaimlerChrysler / Jeep An all-new fascia on the 2006 Jeep Grand Cherokee SRT8 incorporates an aggressive center cutout to accommodate dual 4-inch exhaust tips. MOUNT CLEMENS -- We didn't realize how much trouble we'd get Ken Madeleine into with his wife when we recruited him to help us test-drive the new 2006 Jeep Grand Cherokee SRT8 sport utility vehicle. This Jeep is a landmark vehicle for the brand with lots of superlatives and firsts. It's the most powerful Jeep ever built. It's also the first four-wheel-drive model from SRT, short for Street and Racing Technology, Chrysler's high-performance arm, and the first Jeep ever to wear an SRT badge. The Grand Cherokee SRT8 is powered by a 6.1-liter Hemi V8 that produces 415 horsepower and propels the SUV from zero-60 in less than 5 seconds. Think of it as Jeep's first true thrill ride. We took the Detroit-built Grand Cherokee SRT8 over to the Madeleines' house because they own a 2004 Grand Cherokee, albeit one powered by a more modest 190-horsepower inline-six engine. Madeleine's wife, Debi, jumped in the back seat of the SRT8, and, with her husband behind the wheel, we headed out to Gratiot Avenue. He had barely made the first turn when the shrieking began. "Ken!" Debi yelled. "What do you think you're doing? Don't get us killed." "It's not me," her husband insisted, surprised by the Grand Cherokee SRT8's awesome power. "Gee, I barely touched the pedal." Later, Madeleine, the principal of Fraser's Emerson Elementary School, would sum up his drive in the Grand Cherokee SRT8 this way: "It turns good men into bad boys." He was smiling when he said it. It also does a number on their bank accounts. In other words, you will pay a price, in several different ways, for all of that terrific power and all-weather capability with the Grand Cherokee SRT8. Our test vehicle, one of the most expensive Jeeps of all time, had a bottom line of $44,615, including a $695 destination charge. It had three options, including a $1,200 GPS navigation system, $225 "inferno red" paint, and a $3,195 package that bundled items such as front and rear side-curtain air bags, rain-sensing windshield wipers, power adjustable pedals and heated front seats. The Grand Cherokee SRT8's chief domestic competitor is the 2006 Chevrolet TrailBlazer SS, which is equipped with a Corvette-based LS2 6.0-liter V-8 engine that makes 395 horsepower. The Jeep's Hemi engine outguns what you get on the TrailBlazer SS - and has that "Hemi" name, which is especially popular among men. Note, the Jeep weighs 255 pounds more than the Chevrolet, so horsepower-to-weight ratios are pretty similar. The Grand Cherokee SRT8's engine is mated to a five-speed automatic transmission while the TrailBlazer SS has a four-speed automatic transmission. But the Chevrolet returns better mileage. The Grand Cherokee SRT8 is a classic gas-guzzler. The EPA says it gets 12 mpg in city driving and 15 mpg on the highway. Madeleine notes that's worse than the already dismal mileage he gets on his conventional Jeep -- 15 mpg in the city and 19 mpg on the highway. We averaged around 12 mpg during the week we tested the SRT8. The TrailBlazer SS is rated by the EPA at 14 mpg city and 17 mpg highway. In one respect, this Jeep stands head and shoulders above its crosstown rival: Price. Where the Grand Cherokee SRT8 starts at $39,995, the TrailBlazer SS starts at $27,199--nearly $13,000 less than the Jeep. Even loaded with options, the Chevrolet is thousands of dollars less. The Grand Cherokee SRT8 has lots of things to recommend, however, from a firmer ride and reduced body movement versus the conventional model to exterior enhancements, including 20-inch five-spoke aluminum wheels and dual four-inch exhaust tips that look like they belong on the Batmobile. But we came up with an equally long list of dislikes, including its impact harshness on rough pavement and uncomfortable, "performance" front bucket seats that felt like they were made for 17-year-old gymnasts with narrow hips. We were also disappointed by the build quality of the cabin, something we suspect goes all the way back to the way the SUV was designed and doesn't just begin with issues at the factory. We noticed sloppy trim fits on the instrument panel, a gap at the top of the front pillar on the driver's side and little bits of flashing here and there that should have been cleaned up. The view from the driver's seat is a bit disconcerting, too. You can't quite get the seat lowered enough to properly see out of the top of the windshield. This cuts off the view somewhat, especially at stop lights. And visibility is also impeded by the overly thick front pillars. Little things also bugged us--like the tiny screen on the navigation system, which takes some serious squinting to decipher. Still, the cabin is very attractive, in a racetrack kind of way, with faux carbon-fiber touches on the leather-wrapped steering wheel, instrument panel and shift knob. The gauges are striking, trimmed with blue accents. Those uncomfortable front seats do look nice, with suede inserts designed to grip occupants during aggressive maneuvering. One of the best things about the Grand Cherokee SRT8 is how precisely it handles. The ride height is one inch lower than that of the standard Grand Cherokee, which adds to the vehicle's stability. The SRT suspension tuning makes it one of the more impressive SUVs we've driven. And it has such features as electronic stability program to help keep you firmly planted on the road when it's slippery, as well standard traction control and anti-lock brakes. But the real appeal of the Grand Cherokee SRT8 -- as Ken Madeleine discovered -- lies under the hood. The big, brawny 6.1-liter Hemi sounds like a powerboat out of those massive tailpipes and leaps to life at the slightest twitch of the throttle. The 410 pounds-feet of torque that lurk under your right foot can be intimidating -- especially if you blip the accelerator right in the middle of a slow corner -- but the straight-line sensation of brute force and pure speed is exhilarating. Let's put things in perspective. At the Essen Motor Show in Germany last week, the Porsche tuning house TechArt displayed a concept police car based on the 911, modified to produce 370 horsepower. With all that muscle on tap, the Porsche cop car will sprint from zero to 60 in around 4.5 seconds, which is just a tad quicker than the Grand Cherokee SRT8. Our advice: If you want to test Mr. Madeleine's "good men into bad boys" theory in your new Grand Cherokee SRT8, best stay out of Germany.

And I don't agree with him about too many divisions...and yes GM has an old school corporate structure, but it's not the amount of divisions that was the problem....just too much duplication of models.

Good observation!!...didn't notice that. lol.

http://www.autoextremist.com/page2.shtml#Rant

A new supercar and a new concept in motorsport entertainment November 20, 2005 One of our favourite television shows, the BBC’s Top Gear, tests all the very fast road cars and it runs them around the same test circuit so times can be directly compared. The fastest they’ve ever had around the circuit was a Maserati MC12, followed by an Enzo Ferrari, an Ariel Atom, a Porsche Carrera GT and a McLaren Mercedes – until recently, when an Ascari KZ1 pushed the McLaren out of the top five. To put the feat into perspective, consider the cars that have been around the same stretch of tarmac and are not in the five fastest –Ford GT, Ferrari 360 CS, Porsche GT3 RS, Lamborghini Murcielago, Pagani Zonda, Koenigsegg CCR, Noble M400, Lamborghini Gallardo, BMW M3, Mercedes CLS 55 AMG, TVR 350C, Dodge Viper SRT-10 and so on. The Ascari consequntly has moved into exalted company and the company’s ambitions stretch far beyond that, with its Race Resort Ascari due for completion in 2006. Located near Marbella in the South of Spain, the resort will offer a world class racetrack, a luxury hotel, and an array of the world’s most exotic cars to drive – if they haven’t got it, any car you fancy can be arranged. Ascari is clearly a name you’ll be hearing more of. The aerodynamic GBP235,000 KZ1 has a super-light, super-strong carbon fibre monocoque chassis and body shell weighing just 1,330kg. Its V8 engine is tuned to deliver 500bhp, giving the car a power-to-weight ratio of 376bhp per tonne, and enabling the KZ1 to offer exhilarating acceleration all the way to 200mph. Firstly, if you’re a motoring nutter, you’ll find Top Gear’s lap times here, and details of the circuit they use here. If you haven’t heard of an Ascari before, it’s because the manufacturer is relatively new, and until recently, not many people have had the opportunity to drive one. The company was formed when Dutchman Klaas Zwart left the oil industry to fulfil his dream of designing and building his own modern day supercar. Ten years later, Klaas’s dream became reality in the form of the KZ1. Designed and built by Klaas and his team at their 45,000 square foot Banbury (UK) HQ, the Ascari KZ1 is a genuine supercar delivering performance, design and opulent luxury. With production of the hand crafted £235,000 supercar limited to just 50, buyers of the Ascari are guaranteed a rarified level of exclusivity unmatched by most of its rivals. Stylishly low-slung and sleekly aerodynamic, the stunning KZ1 has a super-light, super-strong carbon fibre monocoque chassis and body shell weighing just 1,330kg. Its V8 engine is tuned to deliver 500bhp, giving the car a power-to-weight ratio of 376bhp per tonne, enabling the KZ1 to achieve an exhilarating 60mph in just 3.7 seconds, and a top speed of 200mph. (gizmag)

I'm a big fan of how this coupe looks. It seems to carry off the short rear overhang better than the ragtop.

Auto Skins - digital clothing for your car November 5, 2005 Auto Skins is a product that has been on the Australian market for several years. Developed by the aptly named promotional company Decently Exposed, the AutoSkin is a digitally coloured skin for automobiles. You can have high resolution artwork emblazoned on the skin which is then bonded to the car and indestinguishable from normal paint other than its at photographic reproduction quality. The AutoSkin has the double advantage of forming a protective coating which can be stripped off to reveal the original, as-new unblemished duco the car came with. Over 2500 cars have been reskinned to date with corporate branders the logical first-movers, but an increasing number of innovative marketers and consumers keen to individualise their most public personal expression. (gizmag)

BMW M Coupe to Enter Series Production Source: BMW 11/23/2005 -- Following strong consumer reaction to the concept Z4 Coupe at the 2005 Frankfurt and Tokyo Auto Shows, BMW has confirmed that both the Z4 Coupe and an M version, the M Coupe will enter series production. Visitors in Frankfurt and Tokyo were captivated by the car’s stylish body with its unique silken matte finish, tailored in the very best style of a classic sports coupe. While the driving dynamics potential of the vehicle was clear in its strong, purposeful lines, equally appealing to visitors was the striking interior design. To be produced in Spartanburg, S.C., the first vehicles will be delivered to customers as early as June 2006. The proven 255 horsepower (U.S. SAE net) in-line 6-cylinder engine with its high output and lightweight magnesium and aluminum construction promises superior agility and high performance. It not only catapults the Z4 Coupe to the top of the international competitive field but is also demonstrates the enormous performance capacity of the fundamental BMW Z4 Roadster concept – which forms the basis of the coupe. BMW is also working to produce a high-end variation as quickly as possible and the result will be the return of the M Coupe, based on the new Z4 Coupe. Powered by the exciting 3.2-liter high-rpm engine, familiar from the BMW M3 and winner of many international awards, it will also come out in June 2006.

..just the worst name ever. What can they be thinking?!....of all the names they could have picked, they pick this. Enclave sounds like a group of witches or something.

I am with you Blu on wishing there were more non-matalic colors available....they have a certain quality, a purity if you will...it's hard to describe it.

I still wish Cadillac would bring the BRX over here. This suv would be a nice addition. Other luxury carmakers are marketing smaller cars here, Cadillac should too.