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

2007 VOLVO XC90 3.2... Review...

2007 Volvo XC90 3.2
The XC90 has been a success for Volvo, and that's no surprise. Introduced as Volvo's first SUV in mid-2002, the XC90 combined all of the safety and comfort for which Volvos, especially Volvo wagons, were and are known with more room. It was a hit with both existing Volvo owners who wanted a larger vehicle, and contemporary SUV buyers who liked what it had to offer.
While there has been little outward change to the XC90 since its debut, much has changed underneath. It was originally equipped with a choice of a 2.5-liter, 208 horsepower light-pressure turbo five cylinder or 268-horsepower, 2.9-liter twin-turbo inline six-cylinder engines. Those were the Volvo powerplants of the day, but were designed for smaller, lighter cars. At well over 4,000 pounds, an XC90 is no lightweight, and torque is more appropriate to its mission than horsepower.
So last year the six-cylinder engine gave way to Volvo's first V8, a unique unit developed by Yamaha. It was compact enough to easily fit into the XC90, adding significantly more horsepower and torque with no added weight and no fuel consumption penalty. The old four-speed automatic transmission gave way to a six-speed, benefiting both performance and economy.
This year, the old 2.5-liter engine has been replaced by an all-new 3.2-liter six. Like the old 2.9-liter turbo, it's an inline engine for maximum smoothness. It is remarkably short in order to fit across the Volvo engine bay - it's less than an eighth of an inch longer than the old five-cylinder engine. With the added displacement but no turbocharging, its 235 horsepower and 236 lb-ft of torque fall between the old five and six-cylinder engines. Like the V8, the new six is matched to the six-speed automatic. An added benefit of the inline architecture, from the Volvo safety standpoint, is its short front-to-rear size when mounted sideways, allowing a larger and better-controlled front deformation zone.
There are a few other changes for 2007, mostly to interior and exterior trim and option package contents. The XC90 has been improved, but its basic nature is unchanged, and that's very good. I've been driving one with the six-cylinder engine and all-wheel drive for the past week, and it is, as always, a Volvo wagon in size Large - with plenty of interior space but not too large outside for easy maneuverability and parking. With more refinement and power and equal fuel economy from its new drivetrain, it is a step forward from the old five-cylinder.
APPEARANCE: A close examination is necessary to tell the difference between and 2007 XC90 and earlier models. There are no major changes to its broad-shouldered, muscular but not muscle-bound lines. With its "V for Volvo" hood line, rounded rectangular grille with diagonal crossbar, and full-height taillights, there is no doubt as to its maker. Grille, bumper, and taillight details are slightly different this year, and auxiliary turn signals are integrated into the outside rear-view mirrors. Bi-xenon adaptive headlights that swivel up to 15 degrees are available, and they improve vision at night.
COMFORT: All of the familiar Volvo interior styling cues are found inside the XC90. It's similar to the smaller wagons, but noticeably larger, especially in headroom. And an interesting seating arrangement makes very good use of all that space. Both front passengers are treated to excellent bucket seats, and the front passenger seat can be folded flat for extra cargo space if necessary. The driver has good visibility and a very good control layout. Both six-cylinder and V8 models feature a 40/20/40 split second-row seat, with each section adjustable fore-and-aft and foldable. The center section is expressly-designed to hold a child seat, and be moved forward for easy access from the front seats. A third-row seat is optional in the 3.2 and standard in the V8. Access is by moving either outside second-row section, and there is reasonable space for two children or medium-sized adults. It folds flat when not needed, as does the second row. There are enough cupholders and power outlets around the cabin to keep all occupants happy. A welcome addition this year is MP3 CD capability for the CD changer and an auxiliary jack for an MP3 player or iPod. Three 12-volt power outlets allow flexibility in use of various electronic devices.
SAFETY: The XC90 is a Volvo, so safety is designed in, with a systems approach integrating active and passive safety devices and even engine position and design for maximum effect. Because the XC90 is higher than a car, its front subframe has a lower crossmember positioned at regular car bumper height that will activate the other car's crumple zones in case of a frontal collision. The XC90 also introduced the ``Roll-Over Protection System'', ROPS. It includes the ``Roll Stability Control'' (RSC) system, an enhancement to the DSTC stability control system to lessen the chance for a rollover in extreme maneuvers and strong boron steel components in the roof for protection if the vehicle does roll.
RIDE AND HANDLING: In construction, the XC90 is a large Volvo wagon, and so has the ride and handling characteristics of a larger, heavier Volvo wagon. No complaints there. Even with its high driving position and good 8.9 inches of debris-avoiding ground clearance, it feels solidly-planted to the road. The fully-independent MacPherson strut front, multilink rear suspension gives a moderate ride, neither too firm for comfort nor too soft for control, and the steering effort is light. At nearly 4,500 lbs in 6-cylinder all-wheel drive (AWD) trim, the XC90 is no lightweight, and inertia does make its presence felt when changing direction. But it's no worse in that respect than any other 4,500-lb vehicle, and there's no getting around the laws of physics. The ``All-Wheel Drive With Instant Traction'' AWD system normally operates in front-wheel drive mode, and uses a computer-controlled Haldex device to deliver up to 50 percent more torque to the rear axle much more quickly than with the previous system. This helps maintain traction under heavy acceleration and on slippery surfaces.
PERFORMANCE: With more horsepower - 235 (at 6200 rpm) versus 208, and an equivalent 236 lb-ft of torque (peaking at a useful 3200), Volvo's new naturally-aspirated inline six is a good replacement for the old 2.5-liter turbo five. The new engine uses variable cam phasing, and variable valve lift on the intake cam, for improvements in torque and horsepower as well as decreased fuel consumption and emissions levels. It's matched to the same six-speed automatic as was introduced with the V8, which also helps improve both performance and economy in comparison to the old four-speed. It shifts very well in automatic mode, and gives the driver the option of "Geartronic" manual shifting for more control when desired. The new six-cylinder/six-speed drivetrain is more than adequate for most uses, with good low- and mid-speed acceleration. Only at highway speeds, 65 mph and above, is acceleration a little slow, as the transmission must downshift for the quickest acceleration. Manual shift control can placate the impatient driver at such times. With a ULEV emissions rating and nearly 19mpg average, the XC90 3.2 scores well environmentally for an SUV.