2007 LINCOLN MKZ; MKX; Navigator Reviews

LINCOLN TRIAD...Three Lincolns in the Smokies...

Redefinition of the Lincoln brand is just one focus of Ford’s turn-around plan. To that end three new Lincolns were presented to the assembled press recently in the Smoky Mountains. Targets of all three vehicles are segments within the “American” luxury market where competition in intense.
How might they define this market? When they’re talking about “American” luxury, what do they mean? Is there such a thing anymore or is the global nature of the car and light truck business blurring the lines between American and other world products? The answer lies in how products are developed, designed and marketed. The question this week is: can the folks at Lincoln make their new stuff match the semantics? I think the answer is yes.
The three new Lincolns we drove on this junket are all new and fit very specific segments: a freshened Navigator full-size SUV, a cross-over SUV (sometimes called a CUV) the MKX and a mid-sized sedan called MKZ (formerly Zephyr). Now, don’t say “Mark X” and “Mark Z” like we’re so tempted to do, the Lincoln folks say. It’s M-K-X and M-K-Z. Don’t ask me why. The pickup version of the Navigator is called Mark LT, and we still have fond thoughts of historic Lincolns for the “Mark” moniker. Go figure. Perhaps they should call the Navigator M-K-N.
The company will introduce more new vehicles within a shorter time frame than any time in the brand’s history and they’ll back them up with more promotional and advertising dollars than ever. The Lincoln folks are aiming not at the whole luxury market but at a segment they’ve defined as the “American Dream” market: upscale buyers who are optimistic, self-made, confident, realistic, and not just self-indulgent. So, let’s wish them good luck!
MKZ
The Lincoln MKZ is the upscale cousin of the Ford Fusion and Mercury Milan. A midsize luxury sedan, its price is a tad below the competition in this segment, beginning at just under $30,000. MKZ came out just about a year ago as the Lincoln Zephyr, a name with respected historical significance within the Lincoln brand.
MKZ differs from the antecedent Zephyr primarily in the powertrain, the efficient new 3.5-liter, 265-hp Duratec V6 introduced in other Ford and Lincoln products this year, and the addition of optional all-wheel-drive mated to a sophisticated new 6-speed automatic transmission, initially codesigned with GM. That combination gets lots of power to the road efficiently and expeditiously. Most of the journalists in this group complained about the lack of a manual mode for the otherwise very nice transmission. We can override the two overdrive gears and even bump it down to low if we feel the need, but it’s not like having complete control of the trans. How many potential Lincoln customers would feel the way a batch of automotive journalist do on this issue is anyone’s guess.
Our test drive followed a road affectionately called Tail of the Dragon, winding through the foothills and lakes at the southern edge of the Smoky Mountain National Park. Chassis tuning has been revised with higher spring rates, upsized anti-roll bars and increased damping force. Neither my codriver nor I found any quirks or complaints about the handling or performance through the twisties. Driving position is excellent and controls feel good. Steering is precise. We dodged and wove briskly through miles and miles of wonderfully tight mountain curves without a worry.
At the break we admired the looks of the MKZ. Some styling and trim changes dress it up just a bit more, though Zephyr was already a nice-looking luxurious car. We especially like the light-colored leather and wood along with the classy satin nickel trim. Sparkling taillights and the broad classic grille attest to the image of being more upscale than its Ford and Mercury siblings.
It looks like we could haul lots of luggage and other cargo in the 15.8-cubic-foot truck, largest in its class, they claim. Better yet, with a low, wide load opening and compact, out-of-the-way hinges all the space is imminently usable. A spring-assisted 60/40 fold-down rear seat accommodates and even larger load.
MKX
Once through the first stretch of mountains we hopped into the brand new MKX, a crossover utility vehicle (CUV), cousin of the Ford Edge we just reviewed in California a few weeks earlier. Ford’s benchmark for Edge was the Nissan Murano. Edge came in priced less than Murano with comparable content, with fresh, innovative design - not as edgy as Murano but certainly attractive.
This Lincoln SUV is pricier than the Edge, of course, starting a bit under $35,000. Benchmarked to the Lexus RX350, MKX is substantially dressier than the Edge with more content and way more panache. Taillights are dramatic sparkling clear across the rear with intensity. The shape is identical to the Edge but details are distinctive.
Drivetrain is the same as Edge and MKZ, the 265-hp, 3.6-liter V6 mated with the new 6-speed automatic transmission described above - fine powertrain, indeed. With almost 250-lb-ft of torque we never felt deprived of grunt uphill or in traffic.
Driving dynamics are similar, though in keeping with the Lincoln theme handling is a tad silkier and smoother, less firm and crisp than the European competitors, and similar to the Japanese ones. We had some more good roads to test it on, particularly along the Blue Ridge Parkway. The optional intelligent all-wheel-drive system, with which our test car was equipped, was unobtrusive. With the higher seating position of the SUV we felt in complete control on this beautiful stretch of road.
The feeling was luxurious but not too soft or imprecise. Particular attention was paid to interior quietness with much success. These heated and reclining rear seats fold with the spring-assisted release creating 68.7-cubic-feet of volume back there. Throughout the interior we feel pampered and relaxed. Lots of room for everyone and as much stuff as they want to bring along.
Adaptive headlights are a first for Lincoln though others have had them, including the wonderful old Tucker of the 50s. The halogen low beams swivel to light the way around the corner.
NAVIGATOR
Is the Navigator “America’s original luxury SUV” like it says in the promotional material? I was surprised by the claim. I thought Escalade pioneered the genre. Not the case, insists the Navigator marketing folks. Navigator preceded Escalade. With this fresh redesign The Lincoln Navigator is meant to be a more civilized, sophisticated and less blinggy challenger to Escalade. Our Lincoln presenters explained that the brand character they’re after eschews the exaggerated styling, the raucous drivetrain feel and general garishness of the competition. When they talk about the “American” luxury market they see it as more quiet, understated, and civilized, reflecting the fresh philosophy of the brand.
The Navigator designers went to great lengths to distinguish this truck from the garish Escalade. But, forgive me Lincoln folks, that optional chrome on the nose and the shiny chin grill the Navigator looks to me like a diva with an botched lip job. It certainly has a bold and aggressive look with that extra visual stuff on the front but it’s as garish as the competition. Without the extra chrome, however, it’s much more in keeping with the stated philosophy – “unpretentious.”
I really like the automatic self-storing running board. It comes out just when needed and folds up to become the rocker panel when not needed. Eighteen-inch machined aluminum wheels are standard and 20-inch chrome wheels are optional. There is no cartoonesque 22-inch option like Escalade.
Of major note is the new five-link independent rear suspension – no more trucky solid rear axle. Four links are dedicated to lateral forces and the other one controls fore and aft movement.
Navigator is motivated by a 300-hp, 5.4-liter V8 mated to a wide-ratio, 6-speed automatic transmission. Lincoln claims a 7-percent increase in fuel efficiency with that transmission over the previous 4-speed automatic.
The interior is redesigned and very nicely so. The dash design has hints of Lincoln heritage in the rectangular “eyebrows” that define the instrument clusters. The Lincoln folks relate the design to modern trends in eyewear. Two colors of wood trim, a dark and a light, are available and both are very attractive, I think. All three new Lincolns share the steering wheel design though there are subtle differences. The steering wheels all integrated wood and leather and have a wonderfully luxurious feel and look. Front seats are heated and cooled, 10-way power adjustable and generously comfortable.
My stint at the wheel, sadly, was not on the back roads. But I guess that wouldn’t be its forte anyway. I drove it from Asheville to Knoxville on I-40, the first hal of which is as twisty as freeways get. The fall colors were spectacular and the drive was fun. The Navigator is remarkably quiet with added insulation and thicker glass. I have no complaints about it roadworthiness. I could have driven it all day.
The new Navigator is on sale now and the long-wheelbase L (14-inches longer and 25 cubic feet extra cargo area) will be coming in February.
Watch for more thorough road tests of these new Lincolns as they become available.

MORGAN AeroMax

When Batman is getting ready to order his next car, he may want to drop in on Morgan. For the first time ever, the British manufacturer has come up with a machine which – complete with its jaw-dropping Batmobile-style rear end – could be a genuine rival to legendary models from Italian super­car brands Ferrari and Lamborghini.But has the maker, based in Malvern, Worcs, really got a contender that can steal buyers from the F430?It’s certainly exclusive enough. The AeroMax was first commissioned by a Morgan fan called Prince Eric Sturdza. But while the model was conceived as a one-off, the company was looking at ways to expand – and decided to build an exclusive production run of 100 in time to go on sale in 2008.

The beautiful dashboard top is carved out of a solid chunk of ash. This is in total contrast to the array of modern gadgets included
Essentially an Aero 8 with a roof, the AeroMax shares its aluminium-bonded monocoque suspension set-up and meaty BMW V8 powerplant with the roadster. But as with more recent versions of the drop-top, this latest model is 6cm wider than the original Aero 8, and has had its controversial bug-eye headlamps moved round to a slightly more conventional position.
The end result is a stunning machine that convincingly carries off the modern take on a classic design, and offers eas­ily as much head-turning appeal as a Ferrari. Slip inside, and as is the case with the exterior, the AeroMax’s cabin serves up an interesting combination of traditional and hi-tech.
The beautiful dashboard top is carved out of a solid chunk of ash. This is in total contrast to the array of modern gadgets included, such as the state-of-the-art tyre pressure gauge set on the facia. Predictably, there’s nothing old-fashioned about the way the Morgan drives, either. It’s very stiff, and the metal ball-jointed suspension has enabled the engineers to opt for soft springs.
The result is a ride that’s remarkably comfortable over bumps despite the standard 20-inch alloys. What’s more, the steering is very well tuned, reinforc­ing the capabilities of the chassis and suspension by offering plenty of feedback. Adding to the driver appeal is an excellent seating position: you sit with your legs straight, if a little offset in this left-hand-drive model, while the steering wheel is bor­rowed from Aston Martin. Although it’s grown a fixed roof, the AeroMax still tips the scales at a relatively lightweight 1,150kg, so it feels nimble with that meaty BMW V8 up front, driving the rear wheels. At idle, the engine sounds great through the side-exit exhausts.
Once on the move, the sound disappears, drowned out by the slightly over-intrusive road and wind noise. Still, the engine provides plenty of acceleration. Peak pulling power is available at 3,600rpm, which means there’s plenty of thrust in every gear.
Performance figures have yet to be announced, but a maximum speed in excess of 170mph puts the AeroMax into supercar territory. The sprint from 0-60mph is likely to take around 4.5 seconds. The only real question mark remains over the final price.
Asking £110,000 for what is essentially a £62,500 car with a roof seems cheeky. However, Morgan isn’t worried – the company has already sold a third of the 100 examples that it will build.

2006 GMC SIERRA Crew Cab 1500... Review..

SPECIFICATIONS
MODEL: GMC Sierra Crew Cab 1500 4WD SLE1ENGINE: 6.0-liter V8HORSEPOWER/TORQUE: 345 hp @ 5200 rpm/380 lb.-ft. @ 4000 rpm TRANSMISSION: 4-speed automaticWHEELBASE: 143.5 in. LENGTH x WIDTH x HEIGHT: 227.5 x 78.5 x 72.6 in. TIRES: P265/70R17MAXIMUM PAYLOAD: 1,913 lbs. ECONOMY: 14 mpg city/17 mpg highway/14.8 mpg testPRICE: $39,515 (includes $875 destination charge)
To say the GMC Sierra Crew Cab is large is somewhat of an understatement. Sure, the Sierra Extended Cab version (similar, but with an 8-foot bed instead of a 6-foot bed) is longer, but when you're nearly 20 feet in length, the difference is minimal.
To its credit, the Sierra drives like a shorter truck. It's only when you're parking, or trying to squeeze into a small space among a bunch of Christmas shoppers, that the length makes a real big difference.
It could have been worse. The original schedule called for me to drive the diesel-engine version of the Sierra. I had driven this truck in shorter runs at the GM introduction earlier this year, and, while it's interesting, it isn't the kind of vehicle I prefer. One feature the diesel had that the gasoline-engine version didn't was a manual shift mode to the automatic. Here, the "shifter" is a toggle switch near the end of the massive shift lever. You flip it one direction to upshift and the other to downshift. This is a definite asset for a diesel, where you often have to play with the rpm range to extract maximum performance. The problem is that the toggle is hidden by the steering wheel, so you have to learn where it is quickly.
Our tester was equipped with GM's new 6.0-literV8 that delivers 345 hp and 380 lb.-ft. of torque. This is a powerful engine that gives the Sierra a nearly one-ton payload capacity. If you opt for the regular cab with a regular bed, the payload increases to over a ton.
The engine was noisy, but much quieter than the diesel. At highway speeds it was civilized, and only really made noise when it was asked to accelerate. We used the Sierra for one long trip and a lot of local driving and still averaged 14.8-mpg. Granted, this isn't enormous, but to put it in context, we averaged only 12.7 mpg over 125,000 in our 1988 full-size van with a 5.7-liter V8. The two vehicles are similar in size, so two more miles per gallon is significant.
Our tester had a "ride control suspension" package that made the ride slightly more car-like, but there was no mistaking that we were in a pickup.
The Crew Cab version of the Sierra offers comfortable seating for six passengers. Up front there's a bench, with a fold-down armrest that can convert it into a two-passenger seat. There's a similar console in the rear that can be used as armrests and for storage if there are only two passengers back there. I liked the tray on top of the front console. It was a perfect width for my sunglass case, and still was deep enough to hold a cell phone without fear of its slipping off. Legroom is excellent front and rear, and the front seats, even though basically a bench, offered good side support.
Our one complaint was that my wife had trouble finding the passenger seat belt receiver. It was located next to the center passenger receiver and was confusing. Since she's relatively short, she also had trouble climbing into the tallish Sierra.
Interior and exterior styling is conventional, but I expect that the styling changes on the 2007 Chevy Tahoe will translate onto the pickup truck lines of both Chevy and GMC, so the Sierra will clean up nicely.
Interior storage included the center console, a nice cubby over the rear-view mirror, a cubby in the dash and cubbies in the door.
While the 6.6-foot cargo bed is shorter than the maximum 8-foot bed, it's still useful for most applications. It's longer than the cropped bed in the Ford Explorer Sport Trac, for example, and looks relatively "normal."

2006 Range Rover HSE... Review...

SPECIFICATIONS

MODEL: Range Rover Sport HSE
ENGINE: 4.4-liter V8
HORSEPOWER/TORQUE: 300 hp @ 5500 rpm/315 lb.-ft. @ 4000 rpm
TRANSMISSION: 6-speed automatic with manual shift mode
WHEELBASE: 108.0 in.
LENGTH x WIDTH x HEIGHT: 188.5 x 85.4 x 71.5 in.
TIRES: P225/50YR19
CARGO VOLUME: 71.0 cu. ft.
ECONOMY: 14 mpg city/19 mpg highway/14.2 mpg test
PRICE: $63,550 (includes $715 inland transportation charge)While the Range Rover Sport competes in the same marketplace as the Porsche Cayenne, Cadillac SRX and BMW X5, there really is no competition off road.On road the Sport has decent manners and a slightly hard ride. Off road the Sport tracks like a mountain goat over any obstacle in its path and does it with a level of luxury you can't find in similarly adept off-road vehicles.This is a true sport ute with a split personality.You can bash around mountain trails with abandon during the day, wash it and yourself off after you're done, and head out to a fine dinner and a show later. No one will be the wiser.The Sport has multiple off-road adjustments for maximum performance.Our tester had four-wheel electronic air suspension with CommandShift. It had permanent four-wheel driver, four wheel electronic traction control an a two-speed electronic transfer box with an electronic center differential. What the jargon means is that it's vary capable off-road no matter what the circumstances. We've had opportunities to drive the Sport on- and off-road, with the 4.4-literV8 and the 4.2-liter supercharged V8. Both engines are Jaguar-derived, with the supercharged version offering 390 horses versus 300 for the normally aspirated version. In my mind, the extra power isn't necessary. While the Sport' s milieu is off-road, when it's on the highway it doesn't need the extra power. Three hundred horses and 315 lbs-ft of torque are enough to keep it in fast company. Accelerating into traffic on entry ramps or from stop lights is no problem either.Our tester had the 6-speed automatic transmission with a manual adapter. We used the manual often off-road, but didn't need it on-road. Shifts were smooth and when we needed power we stepped on the loud pedal and the power was there. Seating was hard. The seats were leather-covered and didn't offer a lot of side support.Off road I would have preferred some more side support to hold me in the seat better. The front seats had center arm rests that were adjustable for maximum comfort.Rear seats offered good leg and knee room, so any adult riding back there would do so in comfort. Since the Sport rides high, there's also decent leg and knee room for the rear center passenger. Like the front seats, the rear seats are heated for maxim cold-weather comfort. The headrests on the rear seats are low-profile so they don't inhibit rearward vision.The Range Rover Sport rides high, so entry can be difficult for senior citizens. Thankfully, there were assist handles at the doors and the driver can always grab the steering wheel to assist in entry. But, riding high gives it excellent road clearance. The vehicle also has excellent entry and exit angles of departure that will permit it to attack fairly steep hills from a flat entry.The rear seats fold flat to increase cargo capacity to the Sport's maximum of 71.0 cubic feet. Before folding the rear seat back, you have to lift and stow the bottom cushion in the rear foot well, which requires the front seat back to be forward of maximum rearward adjustment. However, we discovered that driving this way was not a problem.Our tester had a multifunction steering wheel with good clear cruise control switches. There was also an excellent horn button (once you find it) and good audio controls.The instrument panel was clear and easy to rear. The audio system offered good tone. It was somewhat difficult to figure out at first, but once you get up the learning curve it's okay.While the Range rover Sport probably won't win any beauty contests, the newer versions are far more attractive than the predecessors. But you don't get a Range Rover for beauty; you get it because you want it to go off into the country sometimes and because you want comfort and luxury on the highway. As I have said with other vehicles, you can't see the outside from the inside and you can't enjoy the performance of a more beautiful car that can just sit there

2007 JEEP Wrangler Sahara 4x4... Review...

2007 Jeep Wrangler Sahara 4x4
The Jeep Wrangler is a true American icon, with an identity that dates back to the Willys MB of the World War II era, and continued through the Jeep CJ. It gets its most significant update ever for 2007, and is larger, more comfortable, and more capable both on or off of pavement. For the first time in its existence, it's almost civilized. Almost. While it is notably quieter and more comfortable, with much-improved ride and handling characteristics and a new, smoother and more powerful and efficient V6 engine, it's also even more capable when the pavement runs out, and has not lost its essential character. As ever, the all-new 2007 Wrangler is a rugged body-on-frame machine with solid axles front and rear and and available dual-range four-wheel drive made for the toughest off-road conditions. It is first and foremost one of the best turnkey off-road vehicles ever made, and is meant to be completely at home far from civilization.
But now it's also comfortable in civilization. And this improved comfort comes with no diminution of its off-road abilities. The wheels and tires are larger, improving ground clearance, and both the axles and the four-wheel drive systems have been upgraded. Brakes are four-wheel discs. The windshield can still be folded flat, and the doors can be removed, but both the standard soft top and optional hard top have been improved for versatility and noise reduction. For the first time, power windows are available. What's next? Wood trim that's not something left over from last summer's trip to the mountains that was wedged too deep into the front fender to remove?
There are three s in the 2007 Wrangler lineup - the X, Sahara, and Rubicon. The bare-bones, just-go-get-dirty market is covered by the X, the Sahara adds considerable creature comforts, and the Rubicon adds the ultimate in off-road equipment, with heavy-duty axles, remote-locking front and rear differentials, an electronic sway bar disconnect system to increase articulation, an ultra low-geared 4WD transfer case, and larger-diameter tires as standard equipment. All are powered by the new 3.8-liter, 205-horsepower V6 engine, matched to a standard six-speed manual or four-speed automatic transmission.
After spending a week with a new Wrangler Sahara with all the civilized options - including the modular hardtop and power windows in full-height doors - I was seriously surprised. With no loss of character, the new Wrangler is actually comfortable on the highway, and cruised quietly at normal highway speeds. Only occasionally did I wish for a kidney belt, and that was more the fault of my state's lack of highway maintenance than any deficiency on the Wrangler's part. At lower speeds on broken asphalt and concrete it was fine, so it, and its occupants, should be deliriously happy on slickrock or while stumpjumping. It still won't be mistaken for a car, or a crossover, and that's how it should be. But driving a Wrangler on the highway or in the city is no longer punishing.
APPEARANCE: It's noticeably bigger in every dimension, but the new Wrangler is still undeniably a Jeep Wrangler. Seven-slot grille? Check. Round headlights? Check. Angular, trapezoidal fenders? Check. Fold-flat windscreen? Check, but now it's slightly curved instead of flat. Exposed door hinges? Check, but now the door come in full-height form, with roll-up or even power windows, although half-height doors with side curtains can still be had if the hard top is not specified. There is a full "sport bar" roll cage, padded, under the top. The Sahara has body-colored fenders, while those of the X and Rubicon are black.
COMFORT: Compared to any of its predecessors, the 2007 Wrangler is a luxury vehicle. Ok, compared to a real luxury vehicle, not even... but the new Wrangler is larger, quieter (at least with the hardtop), and smoother-riding than any to come before. The front bucket seats provide a high level of comfort and support, and the rear bench has noticeably more room than in older s - and if even more room is desired, there's always the four-door Unlimited version. In all, the rear seat folds and tumbles for cargo. A six-speaker AM/FM/CD/MP3CD audio system with a jack for an external MP3 player is standard in all s, with upgrades and Sirius satellite radio available. The instrument panel is actually styled and modern-looking. My test vehicle had the optional "Freedom Top" three-piece modular hardtop. It was snug, warm, and dry in the rain, and remarkably quiet. The sections over the front seat can be removed separately, as can the rear. With its flip-up heated backlight and the regular side-hinged tailgate, cargo access is easy.
SAFETY: Go anywhere, do anything - safely. The new Wrangler has all of the safety equipment expected of a car, with touches for off-road use. This includes multi-stage front airbags, and available seat-mounted side airbags, four-wheel antilock disc brakes with brake assist, the ESP electronic stability system, electronic roll mitigation, all-speed traction control, and brake lock differentials.
RIDE AND HANDLING: Although "car-like" is never going to be used to describe a Wrangler's ride quality, the new version is a massive improvement over any that have come before. It's quiet, composed, and, if the road surface is not too choppy, even comfortable at speed on the highway. Credit the new and considerably more rigid ladder frame and attached body structure for that, as they allow softer spring rates and greater suspension travel. But shock damping is dialed in correctly, so it never feels uncontrolled. The longer wheelbase and wider track further improve stability. Only at speed over choppy concrete highway sections just long enough to set up resonance in the Wrangler's suspension did I feel a little uncomfortable, and that was at 70mph, a speed that would have been distinctly uncomfortable on any surface in an earlier Wrangler. With clearance, approach, and departure angles meant for the most serious off-road use, everyday annoyances like bad pavement, potholes, steep driveways, and rolled curbs can be safely ignored - or considered part of the fun.
PERFORMANCE: The extra room is nice, the improved suspension is wonderful, but perhaps the most impressive change to the Wrangler is under its simply-curved hood. Gone is the venerable Jeep 4.0-liter inline-six, replaced by a new 3.8-liter V6 that, with 205 horsepower (at 5200 rpm) and 237 lb-ft of torque (at 4000 rpm), offers increased power and decreased fuel consumption. EPA figures are 16 mpg city, 19 highway, but according to the trip computer, I averaged nearly 19 mpg in mixed driving - and saw over 20 on the highway. A six-speed manual transmission is standard, but my test example had the optional four-speed automatic. It worked well. I didn't have chance to do any off-roading (unless you want to consider the state of some alleged pavement in my part of the world "off road" - I've driven on smoother dirt fire trails), but when extra traction is needed, a Wrangler 4x4 will not disappoint. There are two four-wheel drive systems, both of the traditional part-time variety and controlled by a lever in the console. The "Command Trac" in the X and Sahara has a 2.72:1 4-low ratio, and with the optional "TracLoc" limited-slip rear differential should get a Wrangler though almost anything. If that's not serious enough, the Rubicon can be outfitted with the "Rock-Trac" transfer case with a 4.0:1 low ratio that should be sufficient for anything not requiring a winch or large helicopter.
CONCLUSIONS: Jeep has improved its iconic Wrangler in every way, with no loss of character.
SPECIFICATIONS 2007 Jeep Wrangler Sahara 4x4
Base Price $ 22,870
Price As Tested $ 28,230
Engine Type pushrod overhead valve 12-valve V6
Engine Size 3.8 liters / 231 cu. in.
Horsepower 205 @ 5200 rpm
Torque (lb-ft) 237 @ 4000 rpm
Transmission 4-speed automatic (opt)
Wheelbase / Length 95.4 in. / 152.8 in.
Curb Weight 3976 lbs.
Pounds Per Horsepower 19.4
Fuel Capacity n/a gal.
Fuel Requirement 87 octane unleaded regular gasoline
Tires 255/70 R18 Bridgestone Dueler A/T (opt)
Brakes, front/rear vented disc / solid disc,
ABS and ESP standard
Suspension, front/rear live axle, leading arm location
and coil springs /
live axle, trailing arm location
and coil springs
Ground clearance 10.3 inches as equipped
Drivetrain longitudinal front engine, on-demand
dual-range four-wheel drive
PERFORMANCE
EPA Fuel Economy - miles per gallon
city / highway / observed 16 / 19 / 19
0 to 60 mph est 10 sec
OPTIONS AND CHARGES
Dual Top Group - includes:
Freedom Top(tm) 3-piece modular hard top,
rear window wiper, washer, defroster $ 1,585
Trailer Tow Group - includes:
Class II receiver hitch, delete rear tow hook,
trailer tow with 4-pin connector wiring $ 220
Power Convenience Group - includes:
power windows, power locks, remote keyless entry,
security alarm $ 585
Supplemental side front seat air bags $ 490
4-speed automatic transmission (includes skid plate,
4.10 axle ratio) $ 825
TracLoc(r) limited-slip rear differential and
Dana 44 heavy-duty rear axle $ 285
AM/FM stereo with in-dash 6-disc CD/DVD/MP3 $ 350
Sirius satellite radio $ 195
18-inch aluminum wheels $ 165
Destination charge $ 660

2006 JAGUAR Super V8 ...Review...

2006 Jaguar Super V8
In a world where automobiles are increasingly alike, no matter where their origin, there will always be a Jaguar. And Jaguars will always be undeniably British. One look at the styling, both exterior and interior, and there is no doubt as to any Jaguar's origin.
At the top of the Jaguar lineup is the XJ sedan. It comes in regular and long-wheelbase sized, with the long-wheelbase s stretched five inches. All of that extra length goes to rear-seat legroom, and the car's style is such that it's not readily apparent from the outside.
The current XJ, introduced for year 2004, is remarkably aluminum-intensive. The lightweight material is used for all of the monocoque structure - and it's as close as a four-door sedan can be to being a true monocoque as much of the external skin is stressed, a technique first used by Jaguar in the racing D-Types of the 1950s. Aluminum also is used for most of the suspension pieces, and the engine block and heads. The result is a strong and lightweight vehicle.
The XJR, the short-wheelbase supercharged high-performance , has been successful since before the current generation of XJ debuted. So why not a high-performance long-wheelbase XJ? And so the Super V8 was born.
The Super V8 is a true executive stretch limo, with one of the finest rear seats in automobildom. But the need for a chauffeur is debatable. With 400 horsepower in a car that, despite an almost decadent amount of luxury, weighs only 4,000 lbs, it can accelerate and brake as well as many sports sedans. And thanks to its suspension design and materials, and variable-rate air shocks and the eCATS adaptive damping system, the big cat can run with them in the corners as well - in total comfort, with a high degree of class and refinement.
I was recently privileged to drive a Super V8 for a week, and found it to be superbly comfortable and capable. At part throttle, it was every bit the exemplary English luxury car, quiet and civil, with an ambiance that could only be imparted by Jaguar's use of burled wood and leather. If it was music, it would be a classical piece from the era of powdered wigs, performed perfectly. At full throttle, the soundtrack changes to hard rock as the supercharger kicks in with a fierce scream. After my week with the car, I was able to take a couple of laps on a local race course with it. At a fast touring pace - fast enough that I'd be gambling with my driver's license on the street, the eCATS system worked magic. The car felt right at home, as it did everywhere else. As with all of Jaguar's other offerings, it has character, something often lacking from modern cars.
APPEARANCE: The XJ's proportions are such that the five-inch stretch to the rear of the passenger cabin, and the associated slight bulge to the roofline, are barely noticeable. The styling is an evolution and refinement of classic Jaguar lines introduced on the original XJ6 of the late 1960s. Quad round headlights faired into the bodywork on the front fenders go back to the Mk. X of the mid-60s, and the current XJ's grille and general body shape are more than slightly reminiscent of its namesake. Which is perfect - classic styling is that which is timeless, and the Jaguar XJ is a fine example.
COMFORT: No other approachable manufacturer today does interiors in the classic manner of Jaguar. You'd have to go a class or two above the Super V8, to the ultra-premium marques, to get anything comparable to its quintessentially British luxury. In a class where the simple, almost austere, high-tech post-modern look tes, Jaguar does it the old-fashioned way, with opulent stitched leather and plenty of polished walnut veneer. Instruments and controls are easy to see and use - even the standard navigation system. It, and the car information system and some climate functions are controlled through an adequately-large touch screen. Well-marked hard buttons around the screen, and soft buttons on-screen, make everything easy to understand and use, unlike the single-button interfaces found in some of the Super V8's competitors. Heated, power-adjustable front seats are nothing out of the ordinary - although the Super V8's provide excellent comfort and support, even lateral support - but heated, power-adjustable outboard rear seats are. And since all of the long-wheelbase stretch goes into the passenger cabin, rear knee room, not exactly cramped in the short-wheelbase car, is increased by 4.5 inches. Add heat and an adjustable back angle, and a DVD entertainment system with screens in the back of each front seat headrest, and burled-walnut faced fold-down tray tables, and there is a strong temptation to hire a chauffeur and enjoy a life of luxury in the rear seat.
SAFETY: First-rate handling and braking and a good stability-control system give the Jaguar Super V8 a high degree of active safety. The Adaptive Restraint Technology System (ARTS) uses various sensors to monitor the occupants and their positions, and control the front and front side airbags. Side curtain airbags protect both front and outboard rear passengers. The tire pressure monitoring system uses radio transmitters in each tire - including the oft-forgotten spare - to detect low tires.
RIDE AND HANDLING: Think the Super V8 is a stately executive limo? Think again. While it is supremely comfortable and softly suspended, at slow speed, it changes its personality as speed increases. The lightweight aluminum monocoque structure provides a rigid base for the fully-independent double wishbone suspension, and aluminum suspension members reduce unsprung weight, improving response at all speeds. The spring and shock tuning is softer than in the short-wheelbase XJR, befitting the Super V8's more luxurious nature, but computer control of both the self-leveling air springs and enhanced Computer Active Technology (eCATS) real-time continuously-variable shock damping system increases both spring and shock stiffness with increased suspension load. This becomes noticeable at highway speeds, when the car begins to feet tighter and more athletic. On the track, driving about 7/10ths with cornering speeds ranging from 30 to 90 mph, the big cat felt solidly planted and stable, with great road manners. The Super V8 could be chauffeur-driven, but why let the hired help have all the fun?
PERFORMANCE: The Super V8's power secret? Add a Rootes-type supercharger with an intercooler to cool the compressed air to the Jaguar 4.2-liter AJ-V8. Maximum boost of 13 psi means an even 400 horsepower at 6100 rpm and 413 lb-ft of torque at 3500 rpm. Boost seems progressive - at light throttle there is only a gentle push, but at anything approaching wide-open throttle there is a screaming while that will be music to vintage motoring enthusiast ears and occupants are shoved back in their seats. The old saying is ``an iron fist in a velvet glove,'' but given the Super V8's construction, consider it a high-strength aluminum alloy fist in a velvet glove.
CONCLUSIONS: The Jaguar Super V8 is a different kind of executive stretch limo.
SPECIFICATIONS
2006 Jaguar Super V8
Base Price $ 91,330
Price As Tested $ 93,395
Engine Type dual overhead cam 32-valve supercharged
and intercooled aluminum alloy V8
Engine Size 4.2 liters / 256 cu. in.
Horsepower 400 @ 6100 rpm
Torque (lb-ft) 413 @ 3500 rpm
Transmission 6-speed automatic
Wheelbase / Length 124.4 in. / 205.3 in.
Curb Weight 4,001 lbs.
Pounds Per Horsepower 10.0
Fuel Capacity 22.3 gal.
Fuel Requirement 91 octane unleaded premium gasoline
Tires P255/40 ZR19 Pirelli P-Zero
Brakes, front/rear vented disc / vented disc,
ABS, brake assist,
and DSC standard
Suspension, front/rear independent double wishbone with
aluminum control arms,
self-leveling air springs, eCATS
electronically-controlled
adaptive shock damping
Drivetrain front engine, rear-wheel drive
PERFORMANCE
EPA Fuel Economy miles per gallon
city / highway / observed
17 / 24 / 16
0 to 60 mph est. 5.7 sec
OPTIONS AND CHARGES
Chrome wheels $ 1,400
Destination charge $ 665

2007 Suzuki SX4 Sport ... Review...

SPECIFICATIONS

Model: 2007 Suzuki SX4 SportEngine: 2.0-liter I4Horsepower/Torque: 143 hp @ 5800 rpm/136 lb.-ft. @ 3500 rpmTransmission: 5-speed manual (4-apeed automatic is available)Wheelbase: 98.4 in.Length/Width/Height:162.8 x 69.1 x 63.2 in.Tires: P205/60R16Cargo volume: 8.2/16.2/54.3 cu. ft. Fuel economy: 24 mpg city/29 mpg highwaySticker: $16,399 (base)
Assets: Despite small size, offers 4WD (if limited) and can carry 38 cubic feet of cargo when the seats are adjusted properly.Debits: Noisy engine, typical rough small-car ride.
Suzuki hasn’t offered a true micro sport utility vehicle since the days of the Samurai. And while the Samurai’s sidekick, the Sidekick, grew into the Vitara, Grand Vitara and XL7 (which is now a mid-size), nothing has replaced the hole in the Suzuki lineup that the Samurai filled. Until now.
For 2007, Suzuki is replacing the small Aerio sedan with the SX4, a five-door compact hatchback it calls a compact station wagon. The SX4 name stands for (S)port (X)-over for (4) seasons of weather. With the standard AWD, the SX4 might rightly be called a small (even micro) SUV. This isn’t a full-capability SUV with the equipment to go serious off-roading, but the SX4 will take you into and through the woods and give the added traction on muddy, snowy, or dirt roads.
The AWD switch on the console permits the driver to move from front-wheel drive to AWD, or to a locked 50/50 power split between front and back. Front-wheel drive is best for dry pavement and maximum fuel economy. AWD Auto controls the power split ratio to the rear wheels from 0-50 percent. AWS lock mode distributes the power in the range of 30-50 percent. Over 36 mph in AWD Lock, the system automatically switches to AWD Auto mode.
There’s no low-range gearing, but as I said earlier, you’re better off considering the SX4 a compact wagon with AWD rather than a small SUV.
I knew the SX4 was going to be small, but when it appeared in my driveway, I was almost shocked. On the plus side, it prepared me better for the Honda Fit that arrived the following week. In fact, the SX4 rides on a wheelbase that’s two inches longer and is five inches longer overall than the Fit. Not that this increased length contributes to a superior ride. In fact, the SX4 has a typical small-car choppy ride. This isn’t an uncomfortable ride, but you know going in that you’re not in a luxury sedan.
Suzuki has included a wide track and 16-inch wheels and tires to improve ride comfort, as well as a rigid body and reinforced suspension mounts. Ride quality was decent, as I said.
A feature that I liked with the SX4 was the large triangular “wing windows” that are located where real wing windows previously were located. These offer vision to the lower right and left, but not the free-flowing air that the real windows did. Now if Suzuki had only put a small hinge and lock on those windows…
The instrument cluster contains three nacelles that offer all the important information. There’s a nice center stack with HVAC and audio systems, including an AM/FM/CD/MP3 system. Buyers can purchase iPod interfaces that allow them to play their personal iPods through the car’s audio system.
SX4 is nominally a five-seater, but the rear center passenger will be cramped for legroom. Legroom for the other rear passengers is pretty good for a vehicle with such cozy outside dimensions.
There is a multitude of cargo configurations that expend available capacity from 8.2 to more than 50 cubic feet. With the rear seat up and the cargo cover in place, there are 8.2 cubic feet. Remove the “safety shade” and you get 9.5 cubic feet. That volume can grow to as much as 16.2 cubic feet with the rear seat backs still in place. Tumble the rear seats forward to achieve the maximum 22 cubic feet of cargo. Remove them and you get the maximum 54.3 cubic feet. The exterior design of the SX4 permits this huge number.
Standard features include six airbags, four-wheel ABS with EBD (electronic brake-force distribution), a tire pressure monitoring system, power windows and door locks and lots of goodies for a base price of $14,999. The Sport package adds an Electronic Stability Package (ESP) with a Traction Control System (TCS), remote start system and even more stuff for a base price of $16,399.
Suzuki has regularly represented good value. The company’s dedication to offering the most bang for the buck has rarely wavered. With a 100,000-mile/seven-year powertrain limited warranty to tack on to the value, there’s even more bang.

2006 Lexus IS350... Review...

2006 Lexus IS350
Lexus has fully understood the concept of luxury as applied to an automobile since its inception. But ``sport'' has seemingly been just out of its grasp. To be sure, there have been very sporty Lexuses, especially in the form of the GS sedans, but they have always been more luxury-sport than sport-luxury. The IS300 attempted to provide more sport than luxury when it debuted here six years ago, but, while it did well enough, it never quite measured up to the competition from Munich. Lexus is nothing if not competitive, and doesn't like second place. And so the IS300 has been replaced.
The 2006 IS lineup shares virtually nothing with the IS300 besides the IS model designation. Although still basically of a front-engine, rear-wheel drive layout, it's built on a completely different chassis platform, derived from that of the larger GS. The IS is now a multi-model lineup, comprised of the IS250, all-wheel drive IS250 AWD, and IS350. Gone is the IS300's inline six-cylinder engine; all new IS models have a V6, of 2.5 liters capacity with 204 horsepower - close to the IS300's 215 - for the IS250 models, or 3.5 liters and 306 horsepower for the IS350. Transmissions are all six-speeds, with a manual standard in the IS250 and the automatic available there standard in the others.
The new IS is larger than the old, especially in width and cabin space. Its muscular looks establish an immediate kinship with the GS. Although its lines, and the tuning of its fully-independent suspension, proclaim its sports-sedan mission, it is a Lexus, and the luxury level available, especially for the top-line IS350, is limited only by budget.
I first drove an IS350 when it was introduced to the press in the mountains north of Napa, California, last summer. I'd had its benchmark German competitor as my weekly test car the previous week, so it was fresh in mind when I spent most of the day in an IS350 equipped with the optional sport suspension. I was expecting the new IS to be closer to its competition than the old model, but was surprised by how close it was. There was parity between the two, really, for use in enthusiastic everyday driving, with the choice as to which was better being strictly personal preference.
This was reinforced last week, when I had an IS350 for a week at home. Unlike the sport-equipped introduction example, this one had the standard suspension and almost all of the available luxury options. But its sport-sedan nature was undiminished by all of those comforts and conveniences. The 2006 Lexus IS350 is a true sports-luxury sedan, and can hold its own against any competitor in the compact sports-luxury class.
APPEARANCE: In overall shape, the IS is remarkably similar to its larger GS relative. But subtle differences in proportion and style give it a lighter, sportier look. Its width is accentuated by muscular wheel arches filled with high-performance, low-profile rubber. In profile a decisive wedge shape to the body, with the tail the highest point, and a near-fastback roofline give it the look of a performance coupe, not a sedan. At the front, a sculpted, bulging hood, cat-eye headlights, and flat front fascia proclaim power, while the high, squared-off tail show refinement and hints at practical storage space.
COMFORT: Despite its emphasis on sport, there is no shortage of luxury comfort and convenience in a new Lexus IS. It wouldn't be a Lexus without that, after all. All IS models use the keyless ``Smart Entry'' system, which uses a transponder to allow the driver to open or lock doors and start the engine. The old IS's gimmicky chronometer-like gauge cluster has been replaced by a brightly-lit Optitron cluster, and the instrument panel styling is pure Lexus, with no attempt to copy anyone else. The front buckets offer good comfort and support; rear space is reasonable for two medium-sized adults but a high central tunnel and the cushion's contours make three less likely. Trunk space is reasonable, although the opening is a bit small. Leather is standard in the IS350, as is a power moonroof and 13-speaker premium audio system with MP3CD capability and an auxiliary jack for an external music player. But that's just a start. My test car was outfitted with most available options, which brought it up to the luxury level of a well-equipped mid-size luxury sedan. Notable items in the various packages included but were not limited to (wait! there's more!) heated and cooled front seats with perforated leather (very pleasant), adaptive (turning) HID headlights, the Lexus Pre-Collision system with radar cruise control, an excellent Mark Levinson audio system, and a very good, easy-to-use navigation system. With the nav/audio package, interior systems are controlled through the touch screen mounted at the top of the center stack, a much simpler and more intuitive system than the obscure joysticks dear to the Germans.
SAFETY: The Lexus IS350Êoffers a comprehensive array of passive and active safety equipment. Traction control, antilock brakes with brake assist, and the Vehicle Stability Control system not only work in their intended manners, they are tied together in the Vehicle Dynamics Integrated Management (VDIM) system for further refinement of vehicle control. The carefully-designed passenger compartment and front and rear crumple zones protect occupants, as do dual front, dual front knee, front seat-mounted side, and front and rear side-curtain air bags. The available Pre-Collision system preemptively tightens safety belts and gives extra power to the Brake Assist system if sensors deem a collision unavoidable.
RIDE AND HANDLING: Even with the stock suspension setup, the IS350 exhibits crisp, responsive handling with minimal body lean in corners. The suspension calibration is firm, for good control, but not so firm as to decrease comfort, and, with staggered-size tires (225/45 17 in front, 245/45 17 rear) it works very well on a challenging road while also providing civilized comfort around town. Use of high-strength steel and aluminum parts for its double-wishbone front, multilink rear suspension reduces unsprung weight to improve the behavior of the wheels over bumps. Technology aids the driver in the form of the VDIM system, which uses sensors to gather input about steering angle, yaw rate, deceleration, brake activation, and ties the various electronic control systems of the car together to help the car react more quickly in high-speed or emergency maneuvers. It's a next-generation stability-control system, and is transparent in operation except right at the car's limits.
PERFORMANCE: With 306 horsepower (at 6400 rpm) and 277 lb-ft of torque (at 4800 rpm) from its namesake 3.5-liter V6, the IS350 is one of the most powerful cars in its class. Architecture for both the 2.5- and 3.5-liter engines is the same, with aluminum alloy block and heads, dual overhead cams with 24 valves engine, and VVT-i variable cam phasing. Both have direct fuel injection for high power output and a low ULEV II emissions rating. Auxiliary port injection, in the 3.5-liter engine only, improves cold starting, while the direct injection allows a higher compression ratio (12:1 for the 2.5, 11.8:1 for the 3.5), benefitting efficiency. Power is strong at all engine speeds, and the engine is very flexible, able to cruise at low speeds in high gears for good gas mileage. Yet it will happily rev to redline, and if power seemed strong at 2500 rpm, well, there's plenty more up higher. The control logic for the six-speed automatic is impressive. Upshifting in automatic is quick and positive, and delayed with wider throttle openings for improved acceleration when desired. It also downshifts automatically, to provide the correct gear for a given speed, and, unlike many automatics rarely shifts in a corner (thank you VDIM!). It can be shifted manually by means of twin paddles behind the steering wheel, or by putting the shift lever in the auxiliary manual gate, but seems slower to shift in manual mode. The engine's torque spread is broad enough, and the transmission good enough, that automatic is the way to go except in extreme high-performance driving.
CONCLUSIONS: Lexus launches a major attack on Bavaria with its new IS sports sedans.
SPECIFICATIONS 2006 Lexus IS350
Base Price $ 35,440
Price As Tested $ 46,593
Engine Type dual overhead cam, 24-valve aluminum
alloy V6
with VVT-i variable cam phasing
Engine Size 3.5 liters / 210 cu. in.
Horsepower 306 @ 6400 rpm
Torque (lb-ft) 277 @ 4800 rpm
Transmission 6-speed electronically-controlled
automatic
Wheelbase / Length 107.5 in. / 180.1 in.
Curb Weight 3,527 lbs.
Pounds Per Horsepower 11.5
Fuel Capacity 17.1 gal.
Fuel Requirement 91 octane unleaded premium gasoline
Tires 225/45 front, 245/45 VR 17 rear
Dunlop Sport SP
Brakes, front/rear vented disc / vented disc, ABS, EBD,
brake assist standard
Suspension, front/rear independent double wishbone
Drivetrain independent multilink
PERFORMANCE
EPA Fuel Economy - miles per gallon
city / highway / observed 21 / 28 / 22
0 to 60 mph 5.6 sec
OPTIONS AND CHARGES
Headlamp washers $ 100
Luxury Package - includes:
HID & adaptive front lighting system,
heated & ventilated front seats, perforated
leather seat upgrade, wood interior trim,
power tilt & telescope steering wheel,
driver & passenger memory seats,
illuminated scuff plates, power rear sunshade,
rain-sensing wipers $ 3,495
Lexus Pre-Collision system(PCS) with
dynamic radar cruise control $ 2,850
Navigation system with Mark Levinson
premium audio package $ 3,990
Cargo net $ 59
Trunk mat $ 69
Destination charge $ 590

JEEP Grand Cherokee SRT8

Jeep Grand Cherokee SRT8 is not a year old and already gaining some nifty enhancements to its premium street cred.
Launched last December as a stern competitor to super premium SUVs like Porsche Cayenne, BMW X5, Range Rover Sport, it offers more performance for less than half the price. What could be better?
Built by Chrysler Group’s Street and Race Technology group, this was the first Jeep tuned by SRT and the first SRT with full time all wheel drive. The SRT8 uses a one-of-a-kind transfer case combining a lightweight Jeep front half and a heavy-duty rear half that encloses its electronic AWD control system.
The Grand Cherokee SRT8 needs that AWD system, as under the hood is a 6.1-liter 420 horsepower Hemi V-8 that spins tires with 420 pound-feet of torque, accelerating to 60 in under 5 seconds, wet or dry.
You might wrongly suspect that a $39,300 (plus $695 destination) full-sized SUV might be short on luxury or amenities. While goodies like the DVD navigation system, new for 2007 rearview camera or remote start are options, the basic package delivers what a driver really wants. You get some of the best and most heavily bolstered performance seats this side of NASCAR, unique instrument panel with aluminum accents, and access to most engine functions (oil temperature and pressure, distance to empty, dual trip meters, that kind of stuff) on an LED display that normally displays compass heading and exterior temperature.
Outside there’s no missing changes to the chiseled Jeep Grand Cherokee body; twin center-mounted chrome rear exhausts, black mesh inserts in the grille, and a massive front air dam. Behind the spokes of 20” forged aluminum five spoke wheels are massive (360x32 mm front/350x28 rear) vented Brembo anti-lock brakes with glossy black caliper bodies. Given a choice I’d prefer more colorful red or yellow. Wrapped around those 9” wide wheels are W-rated runflat tires—255/45/20”-front, 285/40/20”-rear.
The SRT8 Grad Cherokee has other enhancements designed for a power and precision; upgraded 5-speed automatic transmission, Danna 44 rear differential, unique exhaust manifolds, modified steering, ducted brakes, and better cooling designed to make this a formidable machine. It also has several life-saving features like air bags and ESP or Electronic Stability system. Driving on frequently rain-slick two-lane roads covered in a summer’s oil, dirt, and trash with an admittedly heavy accelerator foot, I got used to ESP saving me from waving at my behind as it spun by. All that power and torque made it easy to accelerate at eyeball flattening rates and corner as aggressively as a vehicle weighing a ton (literally) less.
Naturally power, weight, and aggressive acceleration made for a thirsty 14 in-town miles-per-gallon, though that’s far better than the 12 MPG predicted.
Here’s the Executive Summary:• Multiple rear tie-down points for various kinds of gear, plus hooks for grocery bags, webbed storage bin and a 12V power point. • Carpeted 3”-deep rear flip-over wet storage bin big enough for four pairs of muddy boots or wet suits. Two additional hidden bins for items like a small handbag, digital cameras, or other medium sized gear. • Second row seats fold flat easily with a single latch pull; seat headrests fold under automatically (no detaching and fumbling for storage.) • Solid chiseled rugged exterior design with Jeep’s familiar 7-slot grille and massive round headlamps which I wish offered a brighter Xenon option. • Large and easily read instruments with brightly outlined speedometer and tachometer, additional gasoline and water temperature gauges, plus the multi-function display. But nowhere is there a voltage gauge. • Center console contains two cup-holders and multiple bins for your phone, garage door opener, pencils, mini-tape recorder, candy bar—a bunch of them. • Auto Stick driver-selectable shifter defaults to first gear on deceleration and will remain in a gear until shifted, even at the rev limit. It’s a good substitute for manual gears; I’d like a heavily overdriven 6th gear for better fuel mileage. • Grand Cherokee SRT8 is easy to enter, it’s an inch lower than standard to lower aerodynamic drag and center of gravity. • Steering is racecar tight and accurate and the springs and dampers are finely tuned to produce road-hugging performance without harshness. It is a firm and sophisticated ride created with SRT-tuned dampers, tailored spring rates and suspension bushings, and unique anti-roll bars.
• The performance of a 2007 Grand Cherokee SRT8 is awe inspiring with astonishing torque and horsepower on demand. Despite its weight of 4,819 pounds, instant power will nail you to the seat. Coupled with super car road manners, it is a multi-passenger vehicle to be reckoned with, one that can tow 3,500 pounds, carry five passengers and all of their luggage in comfort and modest luxury. Yes it will cost you more in gasoline than a regular Grand Cherokee, but that vehicle won’t leave a Porsche Cayenne Turbo in the dust.

2007 JAGUAR XK... Review...

Driving the latest 300 horsepower Jaguar XK in Baja, Mexico was no picnic. Before you say “oh, poor man, tough job but someone has to do it” how would you like to drive someone else’s 75 thousand dollar brand new sports coupe at relatively high speeds while avoiding 5 cows and 15 goats?! No, not in a week, not in a year but within a few hours? Add to that one rabid dog which very nearly jumped into our convertible and you get the picture. From all this you’ll gather two things. Firstly that I live to tell the tale and secondly that the Jag’s brakes and steering are pretty amazing. Have you ever had occasion to swerve round a big black cow on a narrow, two-way road with a massive Freightliner rapidly approaching from the other direction? Trust me, boring it isn’t.
It is an open secret that Jaguar desperately need a success. The X type didn’t fulfill expectations and the S class is selling all right, rather than brilliantly. There is a brand new replacement on the horizon but not in the near future.
The XK is not just a new car, it is also an image builder. You may have seen the controversial “gorgeous” campaign featuring some beautiful girls with a few macho men thrown in for good measure. Shot in a French chateau and on a beach just outside Saint Tropez it features people in situations one would normally associate with Ferraris or Lambos. A brave move for a car costing one third of the 430. Love it or hate it, you will certainly remember it. The company is desperately and understandably trying to get away from the brand’s “old man’s car image”.
If anything will do it, it is the XK. First of all it does look great, particularly in British Racing Green.
It is also a very easy car to drive. There is no fiddling for knobs or buttons a la BMW 7 series, you just jump in, press the red start button , pop it into “D” and you are off. There are some perfectly placed paddles under the steering wheel for those-like me- who like to drive as opposed to just get from A to B. These work magnificently, certainly as well as in the Ferrari 430.
The only disappointment in that respect was that when you floored the throttle the 300 horses were adequate rather than outstanding.
Relief, however, is at hand as the 420 horsepower version will be unveiled at the LA show in late November.
If Jaguar can keep the price down to around 90 thousand dollars then it will be a very attractive proposition indeed.
Don’t get me wrong, a 300 horsepower sports car/GT is fine for most people but if Jaguar really wants to reach the “gorgeous” people featured in the commercials they will expect 420. After all the company is presumably after what are known in the trade as conquest sales, in other words persuading people to give up their BMWs, Porsches and Mercedes 500SL-s. No easy task as I am sure Jaguar will be the first to admit.
On the other hand while many people are suffering as a result of the 3 dollar plus gas (mind you, they would faint if they had to pay UK prices!) there is an awful lot of money around in oil and hedge fund circles. With the sort of bonuses certain companies have been dishing out some of these “gorgeous” wannabes might buy the XK as an addition to their fleet.
Reminds me of the Lambo salesman whom I met at a reception. We talked about the Gallardo and I rather naively asked what people were trading in to buy one. He gave me a funny look and said: “Sir, people who buy a Gallardo don’t trade in anything, they simply add it to their fleet.”
With that he rapidly moved on realizing that he was talking to an idiot.
Prices are certainly competitive with the afore mentioned opposition. One car Jaguar also mentions as a rival is Toyota’ s desperately boring SC430 which I would not even consider as it is probably the least “gorgeous” car I’ve ever seen for nearly 70 thousand dollars.
As for the rest, well, Jaguar XK and BMW 650i convertibles are identical in price, the Merc SL is pushing 95 thousand but it has a truly fanatical following, especially in Orange County and in Rancho Santa Fe where it was hard to find a car which is not a Mercedes.
The XK certainly has an awful lot of standard features which are very 21st century, such as Bluetooth, multi CD on the dash (and not in the trunk), superb paddle shifts, reverse park control and so on. Owing to the aluminum body structure the consumption is very impressive indeed at a combined (city/highway) 24 miles per gallon.
Dislikes-not many and certainly none that would stop me from buying the car. The hazard warning light is in the right place but the sign is tiny and hard to see in the sunshine. You would of course know it second time round but it is the first time that might be critical if you have to hit it in a hurry. Veteran (33 years with the company) Chief Program Engineer Russ Varney agreed that it would have been nice to have a grab handle for the passenger but there simply wasn’t enough room.
I would be a hypocrite if I didn’t admit to a certain affinity towards Jaguar. The boys from Browns Lane have been close friends over the years. Back in 1969 I was part of the team which gave Jaguar their first Car of the Year award for the XJ. Company founder Sir William Lyons was on hand to receive it. This was in the days when the award still meant something and wasn’t given out by all and sundry to please the ad manager and the greedy bosses.
I also have to thank Ford Motor Company for saving Jaguar. It was in a huge mess courtesy of Britain’s appalling Labour government of the day and the monumental incompetence of Lord Stokes, the true purveyor of darkness for what was once a great British Motor industry.
Under British Leyland-the holding company- the girls on the switch board at Browns Lane were not allowed to say “Jaguar”, they had to say “Second Large Car Plant”! The mind boggles at the idiotic mentalities involved in such decisions.
Anyway, Ford turned up, saved the day and have poured in hundreds of millions of dollars. If all future Jaguars turn out to be as good as the XK then after all these years Ford’s investment will ultimately pay dividends. They certainly deserve it as do the hard-working boys and girls back in the UK.

2007 DODGE MAGNUM R/T ...Review...

SPECIFICATIONS
MODEL: Dodge Magnum R/TENGINE: 5.7-liter multi-displacement V8HORSEPOWER/TORQUE: TRANSMISSION: 5-speed automatic with lockup torque converterWHEELBASE: 120.0 in. LENGTH/WIDTH/HEIGHT: 197.7 x 74.1 x 58.3 in. TIRES: P225/60R18 AST self-sealingCARGO VOLUME: 71.6 cu. ft.(max) FUEL ECONOMY: 17 mpg city/ 25 mpg highway/16.2 mpg testSTICKER: $39,105 (includes $675 destination charge)
Essentially the same as the Dodge Charger R/T, the Dodge Magnum R/T has one added dimension; it’s a true-blue station wagon. All too often recently, manufacturers are wont to call station wagons “crossover vehicles,” even if all they offer is front-wheel or rear-wheel drive. To me, if it looks like a duck….
While I liked the Charger for its overall design and performance, I’ll go out on a limb and say I like the Magnum even more. Like the large bottle of champagne it’s named after, the Magnum offers the unique combination of performance capability and practicality.
I’ve been a wagon fan ever since our growing family was too big for a mid-size sedan and needed the added space of a Ford LTD Country Squire in the 1960s. Of course, at that time all we were concerned with was finding places to put all the girls’ clothes, Barbie dolls and assorted goodies. Little did we realize that in a few years we’d have to move up once again to a full-size van. It took years before we started downsizing. ButI digress.
Now my concerns are more with the number of golf bags that can comfortable be stored in the cargo area. Since the Magnum is a wagon and has a cargo area of 27.2 cubic feet behind the second row of seats, it’s more than ideal for carrying four full-size bags. And since it has the legroom of the full-size Charger in front of that bench, there’s room for all three of my golfing buddies without their continual carping about being cramped. With the second-row seat backs folded, cargo capacity increases to 71.6 cubic feet.
There are a couple of caveats, though. Thanks to the Magnum’s slope-back styling that looks great from the outside, some taller objects may have to be carried in a lie-down position. Also, with the sloping roofline and tall rear seats, rearward vision is somewhat compromised. It’s a compromise you can live with, and after a few rides it becomes a minor problem. But it is there.
Our main cargo was grocery bags and there was lots of room for them. The cargo new that one would find in the trunk of a sedan, is attached horizontally, more like a tablecloth. Items that might tend to slide around can be placed under this tarp-like structure and they won’t. There are also pockets on both sides of the trunk that permit carrying of smaller objects. We put gallon milk cartons in there and plastic grocery bags full of round fruit, for example.
At its heart, the Magnum is a Charger- a full-size sedan with gobs of power emanating from its 5.7-liter HEMI V8. Power is listed at 340 horses and 390 lb.-ft. of torque, more than enough for any normal wagon jobs. The engine drives the rear wheels through a 5-speed automatic transmission with a manual capacity. We used it as a manual on a couple of trips up and down my favorite hillclimb roads and it worked fine. On these roads, I ‘m not sure the performance was that much better than the automatic, but it was fun shifting.
Passenger comfort was very good, both front and rear. And even senior citizens had no problems with entry or egress.
For a wagon aficionado, the Dodge Magnum is close to ideal. It has size and practicality tied together with Dodge Charger HEMI performance. And what’s not to like about that?

2006 BMW 325xi Sport Wagon... Review...

A quandry: you want a car with sports performance, and especially value handling. You view driving as a pleasurable activity, not a chore. But you need room for four people, and even, sometimes, large or bulky objects, so a sports coupe or sedan won't work. What to do?
small crossover SUV is out of the question. Your emphasis is on sport, not utility, even if you do need the utility. The higher stance of even a modern crossover works against cornering ability, and fun-to-drive character is usually not in the specification of such a vehicle. Besides, you're not an SUV person.
That leaves a small wagon, and the sportiest of the bunch is the 2006 BMW 325Xi Sport Wagon. Based on the current-generation E90 3-Series sedan that debuted early in 2005, the wagon offers the extra space and versatility of that body style - and the all-wheel drive all-weather traction associated with SUVs.
The wagon and the all-wheel drive models of both the 325 and 330 sedans are mid model-year additions to the E90 lineup. As with the existing rear-wheel drive sedans, 325 and 330 models share basic 3.0-liter inline six-cylinder engine architecture, but the 330 gets hardware and software upgrades for additional power.
Still, the 325's 215 horsepower and 185 lb-ft of torque best the previous 2.5-liter 325 engine's 184 hp and 175 lb-ft, and a choice of six-speed transmissions in manual or automatic ensure that power gets to the ground efficiently and moves the car quickly. The xDrive all-wheel drive system, derived from the system used in BMW's X5 and X3 ``Sport Activity Vehicle'' crossovers, does add weight, but it also adds traction in wet or dry conditions. The 325 wagon comes only in all-wheel drive form.
Speaking of the X3, my 325Xi test car was delayed for a couple of days, with an X3 for replacement. If, superficially, the two seem too similar, they are really very different. With its tall stature and extra clearance, the X3 is a crossover done BMW-style, with good power and road manners that put it at the head of the small crossover class. It is taller than the wagon, for increased room and utility. But the wagon's lower stature, lighter weight, newer chassis and drivetrain, and sportier demeanor make it a sports sedan in a very light disguise, with extra utility at no expense to the sport.
APPEARANCE: If BMW's recent styling has been controversial, especially for the treatment of the trunk, what better way to silence that controversy than to do away with the trunk? The E90 3-Series was already the most conservative example of recent BMW styling, and the wagon body style makes it more so. It keeps the pleasantly angular front styling of the current 3-Series intact, and replaces the sedan's greenhouse and trunk with an aerodynamically-tapered wagon form. The design is cohesive and distinctive, and undeniably BMW.
COMFORT: The 325 wagon shares most of its interior design with its sedan stablemates. No complaints there. With the optional navigation system fitted, as was the case with my test car, styling is very similar to its larger cousins.
The hooded main instrument pod is joined by another in the center of the instrument panel that does an admirable job of shading the LCD screen for the nav system. Control is by the latest generation of BMW's iDrive system, which has been simplified since its inception in the 7-Series a few years ago and is generally pleasant and logical to use. As always, instrumentation and controls are arranged for serious driving. Passenger room is reasonable, although six-foot passengers won't like sitting in tandem.
The wagon's greatest advantage over the sedan is its cargo space and versatility. Not only is there a little more cargo space behind the rear seats than in the sedan's trunk, large objects that won't fit through a trunk opening can fit easily through the tailgate And with the rear seat folded, large and long objects are no problem. Rear passengers are treated to an excellent view of the heavens, or mountain scenery, through the standard extra-long panorama moonroof.
Luxury appointment level is limited only by budget, and that budget can be high. The 325Xi wagon's $34,600 base price can quickly shoot up as most of the premium luxury appurtenances at home in a 7-Series can be specified.
SAFETY: For active safety, the 3-Series has responsive handling and quick steering to stay out of trouble, enhanced by very good four-wheel vented disc brakes that are larger than in earlier versions and feature four-piston front calipers. The standard Dynamic Stability Control (DSC) system includes the usual anti-lock, traction control, stability enhancement, and brake control functions, and can compensate for the effects of brake fade and water on the discs. Dual front, front side, and front and rear head curtain airbags are standard.
RIDE AND HANDLING: On the street, as opposed to on the track, there is no practical disadvantage to the 3-Series wagon body from a handling perspective. The additional rear bodywork redistributes the car's weight rearward for near 50/50 weight distribution. The new E90 chassis structure and suspension carry over to the wagon, but with some modifications for the all-wheel drive system also shared by the AWD sedans. Chiefly, although the double-pivot strut front suspension is similar in design to that found in the rear-drive models, in AWD cars the aluminum parts are exchanged for steel, as they are subject to drive loads. This slight increase in unsprung weight is not noticeable in normal driving. The xDrive system starts with a 40/60 front/rear torque split and adjusts it fore and aft as needed to improve traction, while the DSC system adjusts lateral traction to control excessive oversteer or understeer. It all works quickly and seamlessly, and the result is pure sports car handling. Even with the Sport Package, the wagon gets BMW's standard suspension tuning, but fear not - it's comparable to the sport suspension of some competitors, and provides a firm but comfortable ride and excellent fun on the right road.
PERFORMANCE: Yes, there is some extra weight in the wagon body, compared to the sedan. It's 177 lbs, about the weight of one passenger. The xDrive system adds another 250 lbs, partially compensated for by a shorter final drive ratio. Acceleration to 60 mph is off only by less than a quarter of a second compared to the 325Xi sedan, at 7.9 seconds for the automatic. In 325 form as in the 330, BMW's innovative aluminum and magnesium alloy 3.0-liter dual overhead cam inline six-cylinder engine use VANOS variable cam phasing on both the intake and exhaust cams and the newest version of the Valvetronic variable valve lift system on the intake valves instead of a traditional throttle for excellent, clean power characteristics. The 325 lacks the 330's three-stage intake manifold and has different engine control software, so it produces less power. Still, it 215 horsepower (at 6250 rpm) and 185 lb-ft of torque (at 2750 rpm) is enough for spirited performance, which is enhanced by the use of a six-speed gearbox whether the choice is the standard manual or the automatic. My test car had the automatic, and while is decreases acceleration a bit - figure half a second to 60 mph - it works well enough that even in spirited driving on my favorite twisty roads I never missed the manual. The automatic chooses gears well, and the engine's torque is good enough that a higher gear than expected usually works just as well. And manual shifting is simple - just slide the gearshift into ``Steptronic'' manual shift mode. Only for second-gear runs through very tight corners was this necessary, all other times the automatic worked fine on its own, even downshifting descending steep hills.
CONCLUSIONS: Think of the 2006 BMW 325Xi as a stealthy sports sedan with a useful backpack. Sport and utility never combined quite so well.

2007 MAZDA CX-7 Grand Touring AWD... Review...

2007 Mazda CX-7 Grand Touring AWD
I have seen the future, and it can be described in one word: crossover.
A crossover, in an automotive sense, is a vehicle that combines properties of two or more pre-existing vehicular types to make something new. The now-standard crossover, call it "first generation", is SUV plus car, to make something with the style, space, and interior versatility of an SUV but with car-like construction to make it lighter in weight, for better economy. Mazda entered that market in model year 2001 with its Tribute.
Nearly every automaker has at least one first-generation crossover in its lineup. Beyond that, to distinguish products in an increasingly crowded and competitive marketplace, life gets interesting. Product development thinking must go something like this: "People like SUV space and versatility, but SUVs are getting old. They're not cutting-edge trendy anymore. We need something new, something different. Why don't we combine SUV space and versatility with...(fill in the blank here)?"
Mazda also makes sports cars, in the form of the best-selling sports car ever, the MX-5 Miata, and the Wankel rotary-piston powered RX-8. So, crossover as SUV plus sports car is a natural for Mazda. The sports car part, obviously, would be in vehicle dynamics and styling cues, as a convertible two-seater is limited in space and versatility. So consider the concept a cross between a sports coupe and an SUV.
And such a vehicle is the 2007 Mazda CX-7. It combines five-passenger SUV space and cargo/passenger versatility and an available all-weather oriented all-wheel drive system with coupe-like styling and a chassis and drivetrain worthy of a sports coupe. Three trim levels are offered - standard, Touring, and near-luxury Grand Touring.
I've just spent a week with an all-wheel drive Grand Touring CX-7 with the Technology Package option group. The combination of the Grand Touring model's high comfort equipment level and the Technology Package's upgraded audio system, DVD navigation system, and backup camera made for a vehicle very close to the established luxury crossovers in comfort, convenience, and gee-whiz gadget levels. But the CX-7 outshines its competitors on the road. The high-tech engine offers first-rate performance, and that is not diminished by the six-speed automatic. As good as that driveline is, the chassis is even better. The CX-7 comes as close to sports coupe handling as I've ever experienced in a crossover SUV. It combines style with substance, and room with zoom.
APPEARANCE: At first thought, combining sports coupe and SUV styling cues would seem to be unlikely. The two genres are as similar as chalk and cheese. Sports coupes are low and sleek; SUVs are tall and boxy. But Mazda has done the job successfully. While the CX-7 won't be thought of as a sports coupe, neither is it tall and boxy. There is nothing tall and boxy about this vehicle - the 66-degree rake of the windshield is its defining styling element. The sloping roofline and kick-up of the lower edge of the windows above the rear wheel further suggest a sports intent. The passenger cabin is car, not SUV, height. The lower body is higher than a car's, for interesting and definitely non-car proportions. With RX-8 influence in its front fascia, headlights, and prominent wheel arches, the CX-7 is also definitely not a traditional truck of an SUV. But it does successfully combine the high eyepoint of an SUV with sporty Mazda styling.
COMFORT: With no pretensions to rugged off-road use, the CX-7 sits only a little higher than a sedan. Access is, if anything, easier than a sedan or coupe, as the seat cushion height will be near hip level for most people. This also allows a comfortably upright seating position for all occupants. Passenger space is equivalent to a mid-size sedan, meaning that four adults fit in comfort, with a fifth person possible in the rear for short distances. The seatback folds with a 60/40 split, and liftover to the cargo area is not overly high. With the rear seat in place, there is more room than in a sedan trunk. With the rear seat folded, there is a nearly six-foot long load floor.
At the Grand Touring level, the CX-7 is sport-contemporary in style and upper-middle class in basic appointment. Seating surfaces are leather, with a stylish dark strip down the center, but trim is metal-look plastic, not aluminum, if that matters. (It doesn't.) The "double-roof" instrument panel, so-called by Mazda because of the anti-glare hood ("roof") over the instrument cluster and the second "hood" near the base of windshield, is unique, but does not sacrifice function to style. The small front quarter windows provide vision through what would otherwise be serious blind spots. The climate system is controlled through twin knobs, but with the Technology Package, the audio and navigation system are interfaced through the LCD touch screen. The interface is reasonably intuitive, and the Bose audio system has a great sound.
SAFETY: Mazda's Advanced Impact energy Distribution and Absorption System (MAIDAS) helps the CX-7 to receive a five-star safety rating for frontal and side-impact crashworthiness, and four stars for rollover protection from the National Highway Traffic Safety Administration. The fuel tank is surrounded by major structural components, to minimize the chance of leakage in a rear impact. Six airbags, dual front, front side, and head curtain, are standard.
RIDE AND HANDLING: The CX-7's rigid unibody also helps its decidedly sporty ride and handling characteristics by providing a solid mount for its sport-tuned MacPherson strut front, multilink rear suspension. It has a firm but comfortable ride, with moderately stiff springs and shocks offset by relatively high-profile 60-series tires on 18-inch wheels. Steering is direct and appropriately weighted, and there is no noticeable torque steer despite the engine's strong torque output. The Active Torque Split all-wheel drive system, which can divert up to 50 percent of the engine's torque to the rear wheels, may help there. It also helps in slippery conditions. Large antilock ventilated disc brakes all around, with twin-piston front and conventional single-piston rear calipers, ensure quick stops. Standard traction control and dynamic stability control systems help keep the CX-7 stable.
PERFORMANCE: "CX-7" presumably means Crossover, larger than Mazda6, and has nothing to do with the late rotary-powered RX-7. Which doesn't mean that there is nothing interesting under the hood. There most definitely is, in the form of a direct fuel-injection, turbocharged and intercooled version of Mazda's 2.3-liter twincam, 16-valve four-cylinder engine. Direct injection allows a higher compression ratio, for greater power, lower emissions and fuel consumption, and minimal turbo lag. Forged connecting rods and crankshaft ensure longevity. The engine is similar to that used in the Mazdaspeed6, but features a different turbocharger and other modifications to develop horsepower and torque at lower revs. With maxima of 244 horsepower at 5000 rpm and 258 lb-ft of torque at a low 2500 rpm, response to throttle input is fast and strong. There is no need to keep the revs up. Despite its weight, the CX-7 can get up and move quickly. The six-speed automatic is a key player in its performance, with smooth, quick shifts and a wide gear spread. For most normal use it works perfectly well in D, but it can be manually shifted for optimum performance and enjoyment on country roads or in traffic.
CONCLUSIONS: Mazda Zoom-Zoom melds with utility in the CX-7.
SPECIFICATIONS2007 Mazda Grand Touring AWD
Base Price $ 28,000
Price As Tested $ 32,600
Engine Type Turbocharged dual overhead cam,
16-valve,aluminum alloy inline
4-cylinder with direct fuel injection
and variable cam phasing
Engine Size 2.3 liters / 138 cu. in.
Horsepower 244 @ 5000 rpm
Torque (lb-ft) 258 @ 2500 rpm
Transmission 6-speed automatic with
manual-shift mode
Wheelbase / Length 108.3 in. / 184.0 in.
Curb Weight 3927 lbs.
Pounds Per Horsepower 16.1
Fuel Capacity 18.2 gal.
Fuel Requirement 91 octane premium unleaded gasoline
Tires P235/60 HR 18 Goodyear Eagle RS-A
Brakes, front/rear vented disc all around,
double-piston front and single-piston
rear calipers, ABS, EBD standard
Suspension, front/rear independent MacPherson strut /
independent multi-link
Drivetrain transverse front engine,
part-time all-wheel drive
PERFORMANCE
EPA Fuel Economy - miles per gallon
city / highway / observed 18 / 24 / 20
0 to 60 mph 7.9 sec
OPTIONS AND CHARGES
Technology Package - includes:
power sunroof, Bose(r) surround-sound audio
system, in-dash 6-CD changer, touch-screen
DVD-based navigation system, rear-view camera $ 4005
Destination charge $ 595