Cars & Motors News

[Rasputin]

2006 Infiniti G35x

First of all let me explain that they are not different versions of the same car, as I had expected. The ‘M’ sedan is billed by Infiniti as a premium performance sedan and the ‘G’ is called a premium performance sport sedan. Both are rear-wheel-drive with an all-wheel-drive option and both are luxurious and competent. Both have that wonderful 3.5-liter V6 named by Ward’s AutoWorld as one of the world’s 10 best engines. The ‘G’, however, is a tad smaller than the ‘M’ and with sportier suspension settings.

Inside a couple of differences are immediately apparent. While the ‘G’ has a keyless ignition it works differently than the ‘M’. The latter is a push button on the dash and one must have a foot firmly on the brake pedal to start the car. The ‘G’ on the other hand has a twisting switch that has a little gate which is too small for the fob and must be turned about 60-degrees to start, much like a traditional switch, but without a key inserted. In the ‘G’s case we needn’t have a foot planted on the brake, which I thought was superfluous in the ‘M’ anyway.

The interior is luxurious with fine leather, aluminum trim and quality materials. A little pod high on the dash contains the lovely analog clock and some data fields. Power seat controls are on the console-side seat bolster. When tilting the tilt/telescopic steering wheel the entire gauge pod moves with the wheel, which keeps the gauges readable through the wheel. Like the Nissan we took to Tennessee a few weeks ago there is plenty of travel in the tilt and telescope functions to get the wheel in just the right position.

Both exterior and interior styling must certainly be described as conservative, some would say understated – fine for a luxury car, of course. Single exhaust, stylish, 7-spoke aluminum alloy wheels, taught, and concise lines without extraneous bling, make this Infiniti very pleasant to look at and to live with. And, get this - the G35x has a coefficient of drag of .27 with the Aero Package and .28 without. These are admirable numbers, better than most cars in its class and better than some race cars.

Ingress and egress are excellent at all four doors but I must say the trunk opening could be improved. We had to haul a medium sized box that would have fit easily into the trunk if we could have gotten it through the opening (see the photo above). The bumper is just too high to make that good cavern accessible.

This quick 3.5-liter engine truly feels, and even sounds, like a V8. With 24-valves, aluminum block and heads, dual overhead cams and continuously variable valve timing, “microfinished” camshafts and molybdenum-coated pistons - an extremely efficient and sophisticated engine. Generating 280 horsepower and 270 lb-ft of torque it has plenty of thrust and a smooth delivery. Just remember, you can also get a 4.5-liter V8 with 335 horsepower, if you wish, and you can get a 6-speed manual transmission with short-throw shifter. The engine compartment of our ‘G’ is considerable less finished than the ‘M’ and it has a prop rod rather than struts to hold up the hood. Seems to me any car over $30,000 ought to hold its own hood up.

The competent electronically controlled 5-speed automatic transmission with manual mode has a driver-adaptive learning algorithm that senses the driver’s style adjusting itself accordingly. Shifts are not particularly quick but are smooth and decisive.

The “x” in both our test cars’ monikers means all-wheel-drive. It’s an intelligent system that senses the needs of the moment and distributes the torque exactly where and when needed. When conditions are not challenging all the power goes to the rear wheels for the coveted rear-wheel-drive experience. With the most demanding conditions the torque split is 50/50. When the ABS system senses slippage at one wheel the power goes to the others.

[Rasputin]

Audi A8 4.2 Quattro

You never get a second chance to make a first impression,” goes the old adage. The A8 made a great first impression. We only get these test cars for about a week and must develop impressions rather hastily sometimes. This Audi was still impressing me when I had to give it back.

Stepping into this Audi for the first time was a pleasure. The driver’s compartment is inviting with generous leather seats, classy-looking trim and no apparent excess of knobs, gages and controls. It seems simple and uncomplicated until I turn the key, watch the control screen swing out from the center of the dash and begin to look around. The usual annoying disclaimer comes up on the screen warning against distracted driving. Dominating the center console is a control knob surrounded by buttons with a lesser knob nearby. Five minutes of fiddling, fussing and exploring revealed the basic operations of the 12-speaker Bose sound system with 6-CD changer, access to the climate control and other functions. Not bad for a German system. Learning the navigation system was another matter. More on that later.

The first evening I drove the car after dark I was pleased to see that upon opening the driver’s door the interior lights came up gently, not all at once. I then began to notice other small design nuances that give it that air of gentility.

This A8 4.2 Quattro is the bottom of the line, if you can conceptualize a $75,000 ($68,800 base) car being that. The next step up is the A8 L (long wheel base) at $72,810, then the top-of-the-line A8 L W12 with the exotic 12-cylinder engine in a W configuration for $118,910. Stay tuned and we’ll explain that one when we get the W12 for a test car. It better be something special for a $46,000 premium.

Make no mistake; this is a full-size luxury car. Lighter than its competitors at 4,288 pounds Audi pioneered the use of aluminum for structural components because of both light weight and recyclability. Virtually the entire substructure of the A8 is aluminum alloy and this is the third generation of that platform. Audi claims a 60% increase in rigidity over the original. Each generation has brought upgrades in alloys, construction processes and bonding techniques.

The A8 has plenty of power with the all aluminum 4.2-litre, 335 horsepower V8 engine, DOHC, with 5 valves per cylinder, 317 lb-ft of torque, variable valve timing and all the electronic controls it takes to make it all work. With an eleven to one compression ratio we would expect a “premium only” fuel requirement but the book just recommends premium, indicating performance would be better if one stays away from the lower octane options. I observed between 17 and 25 mpg with 91 octane depending on conditions and speed. Performance was criticized by one of our Australian colleagues but I thought the grunt was more than adequate. In fact, at full throttle it was downright invigorating.

[Rasputin]

2005 Bentley Continental GT

The policeman in his regulation Ford Crown Victoria could not have been more pleasant. Before I could say anything beyond “excuse me officer’ he very gently interrupted by saying “you are looking for the Ritz Carlton which is half a mile back. Turn left at the first set of traffic lights and you’ll be there in no time.”

He was right of course. Tea at the Ritz Carlton in Half Moon Bay sounded like a very nice way to start a road test, especially if the car happened to be a 160 thousand dollar 195 miles per hour Bentley Continental. If I had any doubts about its presence these were soon dispelled by John, the man in charge of all the valets. There was a long line of cars waiting to unload their passengers and luggage but a bit like the Red Sea, the road majestically opened as I was waved very firmly into pole position. “Welcome to the Ritz Carlton Sir , just leave the keys with us, we’ll take care of the car.” And they did just that. There is a huge car park about 100 yards down the road full of BMWs, Jaguars and other “lesser” makes but when we returned after a very nice cup of Earl Grey tea the Bentley was right there, by the door waiting to whisk us to Monterey a mere 95 miles down the road. When I say waiting it wasn’t a matter of telling someone to get the car, the Bentley was parked just yards from where we left it and in a way this sums it all up. “We know our cars” added one of the valets as he handed over the keys, “believe me, we’ve seen everything from Maybachs to Mazdas, but this one is special”.

After 300 miles in the-very comfortable driving seat- I realized what he was talking about. The Bentley is not just about money, it is also about taste. While it has presence it cannot, by any stretch of the imagination be called ostentatious. Imposing yes, I am rich, get out of my way aggressive it most certainly is not.

This is what W.O. Bentley had to say 83 years ago: “while it would offer great comfort and unquestioned luxury as it went about its daily business, so also it would possess a thinly veiled ability to turn into something special at any moment”. Precisely. The 552-bhp 6.0 liter W-12 engine does just that. Highway 1 along the Pacific Ocean is mostly double yellow lines with just the odd passing lane here and there. In the Bentley’s case that was all I needed. Without revving the living daylight out of the engine I simply pressed gently on the loud pedal and in contrast to the message often typed into wing mirrors about other cars maybe be nearer than they appear the opposite was true. Within seconds these were just little specs on the horizon. The car may weigh 5353 pounds but with a 0-60 figure in under 5 seconds passing was no more than a mere formality. Did I get anywhere near its top speed of just under 200 miles per hour? Certainly not. I did, however, get up to 120 miles per hour on a disused airfield. Even at that speed the Bentley was solid as a rock.

The engine, a rather special one is a W12 made up of two 15 degree V6s joined by a common crankshaft. So far it is similar to VW-Audi’s Phaeton and A8 but Bentley adds its own cylinder heads with a specific combustion-chamber shape, adds twin turbos and intercoolers plus lots of ECU software. How they manage to squeeze all this into the Bentley’s relatively short nose I’ll never know and to be fair I would not volunteer to fix anything should it go wrong.

[Rasputin]

2006 Acura TSX w/Navigation

One must make rapid adjustments in this business. After a week driving the Honda Ridgeline pickup and acclimating to its size I traded it in for a strikingly red (Milano Red they call it) Acura TSX. My first impression was how tiny the rear-view mirrors are. Oh yea, this is a little car not a big trailer-hauler. And, look at that; a stubby little shifter with a six-speed pattern imprinted on its brass-colored, perhaps nickel, leather-wrapped knob. We’re going to enjoy this one.

The Japanese-built TSX, first introduced as a 2004 model, is Acura’s entry into the small sport sedan market, competing with BMW 3-Series, Audi A-4, Mercedes C-class and Lexus IS. And a good competitor it is. Based on the European Accord platform it’s smaller and much more agile than the US Accord. At around, $30,000 this 5-passenger, front-wheel-drive sport sedan with amazing standard content is a real contender in its class.

After getting the seat and mirrors right I scooted onto the Jefferies Expressway around the corner from the press car pick-up place near downtown Detroit. The entrance ramp is long and straight so I opened her up. I was just barely out of third gear and I was merging with light traffic at over 70 mph. The engine is amazingly smooth and effortless. What a hoot! I love a quick little sport sedan – especially in red.

That great 2.4-liter 4-cylinder engine is a willing revver. Red line on the tach is 7,100 rpm but the rev limiter doesn’t kick in until 7,400. And, here’s my first criticism: what’s up with that rev limiter? Most cars feel like they’re running out of gas when the limiter kicks in - sort of a gentle loss of power. This Acura feels like someone jerked the hand brake, throwing me forward harshly. On the positive side, it feels great at those higher rpms – smooth and easy - to motor along on the freeway keeping the revs up to 4- or 5-grand. The iVTEC™ engine management system, featuring Variable Valve Timing and Lift Electronic Control, makes for a broad power range. The system works with dual cam profiles on a single shaft. For 2006 Acura increased the horsepower substantially to 205. That doesn’t sound like a big jump from the previous 200-horsepower but there is a new SAE standard for measuring horsepower and I’m assured that the increase is substantial. While less than awesome, the thrust is plenty gratifying for this performance enthusiast and Tune-up is recommended at 100,000 miles whether it needs it or not.

Premium fuel is recommended and the EPA estimates are 22 mpg city and 30 highway for the six-speed stick; 22/31 for the automatic. The engine is certified as LEV2 (low-emissions vehicle) by the California Air Resources Board. The fuel tank holds 17.1 gallons. Our test car weighed 3268 pounds. Coefficient of drag is an amazingly slick 0.27 partly achieved through unusual attention to undercarriage design as well as a smooth shape above. Through two tanks of fuel this week, including some spirited driving, we were consistently in the 28- to 30-mpg range.

ABS and Vehicle Stability Assist (adjusts brake pressure and power to the wheels) keeps us from getting into trouble with overconfidence. The system can be disengaged if you’re looking for some extra fun slipping and sliding.

[Rasputin]

2005 Audi 3.2 quattro AT6

This past weekend I was fortunate to be testing a car that complemented the high hopes and good feelings of attending my old friend’s daughters wedding…a luxury car is always welcomed when my co-pilot is my soon to be dolled up and ultimately coiffed and frocked wife.

We picked up said car at BWI airport and as always the professionals at Specialty Vehicle Transport had the Audi shined up, fueled up and ready to go.

Although the wedding and its ancillary events were scheduled to take place in New York City, my opportunity to test drive an Audi A6 under actual life trip conditions, you know…stop and go, tight parking places, 7 lanes merging into 2, 18 wheelers, big wheelers, low riders and other assorted new found road buddies, was just too juicy to pass up.

The Audi performed well under the prevailing conditions:
1. It smoothed out the pot-holed roads of New Jersey
2. It was quiet and comfortable at any speed
3. It was easy to handle in the north-east corridor’s gymkhana-like road conditions
4. It was easy to parallel park in Brooklyn’s Park Slope and Philadelphia’s South Side
5. It was more than roomy enough for 5 grown-ups
6. It was solid and sway less under the onslaught of 18 wheelers
7. It was more than powerful enough for every situation
8. It made me a proud and happy owner(albeit for only 3 days)

In order to communicate exactly how I rate the Audi A6, I will use a 1 to 5 star rating system, 5 being best of course.

Comfort: 5 Stars - the climate control did what it was supposed to. The Bose System sounded great, but since the controls were integrated into the Multi-Media Interface (Driver Information System) it was a chore to operate. The 12 way power leather faced front seats were perfectly comfortable as were the steering wheel and pedal heights.

Performance: 4 Stars – the 255 HP V6 while not overpowering was more than adequate and matched well with the A6’s purpose as a luxury family sedan, it’s acceleration acceptable with it’s braking smooth and sure, the steering S and S also.

Looks: 5 Stars – it’s a looker alright, Stratos Blue Pearl Effect-was very effective, and its real wood trim along with Platinum Leather interior luxurious and very sexy.

Drivability: 5 Stars – I couldn’t wait to get back in and drive, although I wish that I could drive this car under snowy conditions to see just how sure footed this model will be.

Controls: 5 Stars for everything but the non-intuitive navigation system…ok I know you may think it’s a small thing, but my co-pilot who has a Master’s Degree in English and who actually read the navigation crib sheet still found it difficult and sometimes impossible to get this high tech gadget to do what we wanted it to do…I can’t believe that with all of Audi’s great engineering a simple intuitive interface cannot be designed and installed…we never could figure out how to make the “direction instruction lady’s volume higher, or quickly change our destination…

[Rasputin]

2006 BMW 325xi Sports Wagon

There is an old adage- every picture tells a story. It certainly does in this instance. In my humble opinion among the myriad BMWs to choose from the 325xi is far and away the best buy.

In this day and age of SUVs and crossovers the 325xi is one, no nonsense automobile. Ask yourself the question-exactly what it is that you need ? Do you really need one of those wobbling SUVs to carry little Johnny and three of his friends to the soccer game? Can you really afford to pour in gallon after gallon of extremely expensive gas each of which will take you for about 12-13 miles? Do you need a huge and often ancient V8 engine to get from A to B? Or, would you prefer a sensible, relatively economical, comfortable, reliable, fast and well made BMW 325xi?

Not only is it one of the least expensive BMWs it is also good value for money. Not necessarily at the –all extras included- retail price of just under 50 thousand dollars I hasten to add. Reason? Well, you may not need all the extras we had on the test car.

Down South the cold weather package is superfluous- an instant saving of 600 dollars. Automatic transmission at $1275 may seem like an insult to sporty drivers. Drop the navigation system and the active cruise control ( $4200) so you add this little lot together and suddenly you look at a rock solid, 4 wheel drive BMW for 43 and a half thousand dollars. If you don’t mind sacrificing satellite radio and the premium sound system then you are rapidly approaching 40 thousand .

By the way I am told that more and more people listen to their iPods for which BMW make special fittings .

And you haven’t even started haggling with the dealer! So what is so special about the 325xi compared not just to other makes but to other BMWs as well.

[abadani69]

حتما بارها برايتان اتفاق افتاده که داخل خودرويي نشسته ايد، در حالي که از آلودگي هاي صوتي چندجانبه کلافه شده ايد؟!
از يکسو صداي بوقهاي مکرر خودروهايي که مثل شما گرفتار ترافيک خيابان هاي بي عبور شهرمان شده اند و از سوي ديگر صداي ناهنجاري که از لنت ترمز ماشين هاي لزومافرسوده به گوش مي رسد.شايد ندانيد که صدا از اين ترمزها زماني اتفاق مي افتد که توليد انرژي در سيستم ترمز بيش از پخش انرژي باشد. به طور طبيعي کاهش اين انرژي اضافي مي تواند در حذف صداي ترمز موثر باشد، بر همين اساس ، يکي از پژوهشگران دانشگاه صنعتي اميرکبير نيز با اضافه کردن نوعي پليمر به لنت ترمز موفق به ساخت نوع ويژه اي از آن شده است که علاوه بر کيفيت برتر، از توليد صدا جلوگيري مي کند. ما نيز به همين بهانه با محسن معصومي ، مجري اين طرح به گفتگو نشسته ايم:

جلوگيري از ايجاد صدا در سيستمهاي ترمز تا چه حد اهميت دارد؟

در سالهاي اخير صدازايي ترمزها براي صنعت خودرو و توليدکنندگان مواد اصطکاکي مورد مصرف در سيستم هاي ترمز و همچنين مصرف کنندگان ، موضوعي بوده که روز به روز مورد توجه بيشتر واقع شده است.
اگرچه از ابتداي دهه 1930ميلادي تحقيقات قابل توجهي به منظور تعيين مکانيسم هاي توليد صدا و روشهاي مبارزه با آن انجام گرفته ، ولي هنوز پيش بيني وقوع و حذف کامل آن نسبتا مشکل است.
صدازايي باعث برهم زدن آرامش مسافران وسايط نقليه و رهگذران و نيز ايجاد آلودگي صوتي در محيط مي شود. صداي ترمز پديده اي بسيار پيچيده است که ناشي از طرح سيستم ترمز و شرايط عملکرد آن و حذف آن گامي همسو با توسعه پايدار است.

براي حذف صداي ناخواسته از ترمز خودرو تاکنون چه شيوه هايي ابداع شده است؟

صدازايي با طراحي مناسب اجزاي سيستم ترمز به طوري که بتوان فرکانس هاي رزونانس اجزائ را از هم جدا کرد، قابل اجتناب است. به همين منظور با تغييرات در هندسه لنت (مثل شکافها، پخها و ايجاد سوراخ) و نيز خواص مکانيکي اجزائ(سفتي و جرم) مي توان از همسان شدن فرکانس اجزائ و درنتيجه ايجاد صدا جلوگيري کرد.

شيوه ابداعي شما بر چه مبنايي استوار است؟ اين شيوه چه تفاوت و مزيت هايي نسبت به شيوه هاي ارائه شده ديگر دارد؟

صدازايي تحت تاثير شرايط مرزي سيستم بويژه فشار ترمزگيري و دما نيز است. به عبارتي ، حتي با تغيير در هندسه لنت يا خواص مکانيکي به منظور حذف صدا، باز فشار و دما مي توانند در نزديک شدن فرکانس ها در شرايطي متفاوت مشارکت کنند، بنابر اين اصلاح هندسه يا خواص ماده هميشه براي کنترل صدازايي موثر نيست. هنگام ايجاد صدا، چون توليد انرژي در سيستم ترمز بيش از پخش انرژي است ، در اين صورت افزايش ميرايش سيستم يا به بياني ، کاهش انرژي اضافي ايجاد شده ، موفق تري به منظور کاهش صدازايي تلقي مي شود. اين ميرايش اضافي را مي توان با استفاده از مواد ترموپلاستيک الاستومر به دست آورد. در طرح انجام شده ، کوشش بر اين بوده است که با استفاده از مواد ميراينده ، روشهايي به منظور کنترل صدا و نيز روالهايي به منظور انتخاب ماده ميراينده مناسب براي حذف صدا در يک سيستم ترمزتعيين شود.

چرا در اين شيوه از نوعي پليمر در لنت ترمز براي حذف صدا استفاده کرده ايد؟جنس اين پليمر چيست و کاربرد آن چه مزيتي دارد/

استفاده از مواد ترموپلاستيک الاستومر، به عنوان گروه مهمي از مواد پليمري ويسکوالاستيک که خواص ترکيبي پلاستيک و لاستيک دارند، در فرمولاسيون مواد اصطکاکي به منظور افزايش حساسيت مدول ماده اصطکاکي به دما و درنتيجه افزايش رفتار ميرايش در محدوده وسيعي از دماها است.
ترموپلاستيک الاستومرها مواد پليمري هستند که علي رغم اين که خواص و کارآيي آنها مشابه با لاستيک هاي پخت شده است ، داراي قابليت فرايند شدن همانند ترموپلاستيک ها را نيز دارند. استفاده از اين مواد از طريق افزايش فاصله فرکانس اجزائ بر توليد صدا و از طريق ايجاد ميرايش بر انتشار صدا اثر مي گذارد.

محدوده دماهاي محاسبه شده براي لنت ترمزساخته شده چه ميزان است؟

محدوده دمايي محاسبه شده از دماي محيط تا دماي 350 درجه سلسيوس است.

چگونه اين سيستم قابليت استفاده در ساختارهاي مختلف (اتوبوس و قطار)را دارد؟

در طرح اجرا شده ، به منظور انجام کارهاي عملي ، از يکي از پيشرفته ترين روشهاي طراحي آزمايش (DOE) استفاده شد و علاوه بر آن ، به منظور تعيين فرکانس هاي صدازايي و تشخيص پايداري سيستم ترمز، شبيه سازي رايانه اي مورد استفاده قرارگرفت. تکنيک هاو ابزارهاي مهندسي ياد شده همراه با دانش مواد اصطکاکي اين امکان را فراهم مي آورد تا بتوان انواع و اقسام لنتهاي ترمز (اتوبوس ، قطار، مترو و هواپيما) را با طرحهاي هندسي مختلف با کمترين هزينه (مواد، توليد و آزمون) طراحي کرد و پس از توليد آزمايشي و نيمه صنعتي به مرحله توليد انبوه رساند.

فاز بعدي تحقيقات شما چه خواهد بود؟
با توجه به اين که طرح اصلي در زمينه مواد اصطکاکي اجرا شد و لنت ترمز يکي از جنبه هاي کاربردي مواد اصطکاکي بود، علاوه بر ادامه تحقيقات درباره ديگر سيستم هاي ترمز، در 3 زمينه ديگر نيز تحقيقات و پژوهش انجام خواهد شد: نانو مواد اصطکاکي (Nano Friction Material) بويژه سيستم هاي نانو الکترومکانيکي (NEMS) و وسايل ذخيره سازي انبوه از قبيل سي دي ودي وي دي بيو مواد اصطکاکي (Bio friction Material) از قبيل لنزهاي تماسي چشمي ، استخوان هاي زانو و... نانو مواد پرانرژي (Nano Energetic Material). گفتني است که گامهاي اوليه در اين زمينه برداشته شده است.

[Rasputin]

2006 BMW M3 Convertible

SPECIFICATIONS
2006 BMW M3 Convertible

Base Price $ 56,600
Price As Tested $ 67,070
Engine Type dual overhead cam 24-valve inline
6-cylinder with variable valve timing
and 6 individual throttles
Engine Size 3.2 liters / 198 cu. in.
Horsepower 333 @ 7900 rpm
Torque(lb-ft) 262 @ 4900 rpm
Transmission 6-speed manual
with electro-hydraulic shift control
Wheelbase/Length 107.5 in. / 176.9 in.
Curb Weight 3781 lbs.
Pounds Per Horsepower11.4
Fuel Capacity 16.6 gal.
Fuel Requirement 91 octane unleaded premium gasoline
Tires F:P225/40 ZR19 R: P255/35 ZR19
Brakes Front: vented disc / Rear: vented disc, ABS
Suspension Front: independent strut
Rear: independent multilink
Drivetrain Front engine, rear-wheel drive

PERFORMANCE
EPA Fuel Economy - miles per gallon
city / highway / observed 16 / 22 / 16
0 to 60 mph 5.4 sec (mfg)

OPTIONS AND CHARGES
Cold Weather Package - includes:
heated front seats, retractable headlight
washers, ski bag $ 750
Power front lumbar support $ 400
Xenon headlamps $ 700
Navigation system $1,800
Harmon-Kardon sound system $ 675
19-inch alloy wheels $1,750
SMG sequential manual gearbox $2,400
Destination charge $ 695
Gas-guzzler charge $1,300

[Rasputin]

2007 Chevrolet Cobalt SS Coupe

SPECIFICATIONS

Model: Chevrolet Cobalt SS coupe
Engine: 2.0-liter supercharged I-4
Horsepower/Torque: 205 hp @ 5600 rpm/200 lb.-ft. @ 4400 rpm
Transmission: 5-speed manual
Wheelbase: 103.3 in.
Length x Width x Height: 180.3 x 67.9 x 56.7 in.
Tires: P215/45R18
Cargo volume: 13.9 cu. ft.
Economy: 23 mpg city/29 mpg highway/21.3 mpg test
Price: $$22,385 (includes $590 destination charge)

As with a couple of similar cars of its genre, I have to begin discussion of the Chevrolet Cobalt SS by admitting that it isn’t marketed to my demographic. Buyers of the Cobalt SS are probably in their early 20s, and get a greater thrill from a noisy exhaust and high rear wing.

That said, there is a lot to recommend in the Cobalt SS, and a lot not to recommend. For starters, Chevy’s economy coupe, that can be bought for as low as $13,900 in base trim, is highly upgraded with a supercharged 2.0-liter inline four replacing the standard 145-horsepower 2.2-liter four. There’s also a 171-horsepower 2.4-liter four available.

[Rasputin]

2003 BMW 325i

BMW 325i Sport Wagon

Base Price $ 30,400
Price As Tested $ 38,040
Engine Type dual overhead cam 24-valve inline
6-cylinder with variable valve timing
on both camshafts
Engine Size 2.5 liters / 152 cu. in.
Horsepower 184 @ 6000 rpm
Torque (lb-ft) 175 @ 3500 rpm
Transmission 5-speed manual
Wheelbase / Length 107.3 in. / 176.3 in.
Curb Weight 3362 lbs.
Pounds Per Horsepower 18.3
Fuel Capacity 16.6 gal.
Fuel Requirement 91 octane unleaded premium gasoline
Tires P225/45 WR17 Michelin MXM (part
of sport package)
Brakes, front/rear vented disc / vented disc
Suspension, front/rear independent strut /
independent multilink
Drivetrain front engine, rear-wheel drive

PERFORMANCE
EPA Fuel Economy - miles per gallon
city / highway / observed 20 / 29 / 24
0 to 60 mph 7.4 sec
Coefficient of Drag (cd) 0.32

OPTIONS AND CHARGES
Steel Gray Metallic paint $ 475
Black leather $ 1,450
Cold Weather Package - includes:
heated front seats, retractable headlight
washers, ski bag $ 700
Sport package - includes:
17x8.0 alloy wheels, performance tires and
sport-tuned suspension, leather steering wheel,
adjustable front sports seats $ 1,400
Power front seats with driver memory $ 995
Bi-xenon headlamps $ 700
On-board computer $ 300
Harmon Kardon sound system $ 675
Full-size spare $ 200
Destination charge $ 695

[Rasputin]

2006 Chevrolet Impala SS

SPECIFICATIONS

MODEL: Chevrolet Impala SS Sedan
ENGINE: 503-liter V8
HORSEPOWER/TORQUE: 303 hp @ 5600 rpm/ 323 lb.-ft. @ 4400 rpm
TRANSMISSION: 4-speed automatic
WHEELBASE: 110.5 in.
LENGTH x WIDTH x HEIGHT: 200.4 x 72.9 x 58.7 in.
TIRES: P235/50R18
CARGO VOLUME: 18.6 cu. ft.
ECONOMY: 18 mpg city/28 mpg highway/13.4 mpg test
PRICE: $$29,980 (includes $660 destination charge)


The first official Chevrolet "Super Sport" was an option package on the 1963 Chevy II Nova Sport Coupe. That year's Impala also had "SS" equipment, which was a $161 option on the 425-horsepower V8.

Today, Chevrolet has an "SS" option for almost every vehicle it makes, and we expect to see an Aveo SS in the future if the trend continues. While the Super Sport designation made a lot of sense in the muscle-car era, and makes some sense today with emasculated power ratings for many vehicles, by rights, only the Impala should have an SS designation.

Our tester, the Impala SS sedan, is a super sport in most versions of the definition. The only caveat is that the Impala of 2006 is a front-wheel drive car, unlike the rear-wheel drive Impala SS of 1963. And while the older SS had a 425-horsepower engine, this year's version "only" has 303 horses, but they are enough to propel the Impala into the illegal speed area quickly. Too quickly.

[Rasputin]

2006 Buick Lucerne CXL V8

Like a smart politician the brand new Buick Lucerne has not forgotten where its support comes from – my father-in-law and his ilk. But, unlike most politicians, Buick is looking to bring its base ahead into the forward-looking world. Old Herb still drives his ’96 Park Avenue and still loves it in spite of what to me might feel way too squishy and soft. His old Buick bounces and wallows down the road like an old dancer gone to seed. Herb and his pals would like Lucerne, this new big Buick, slotted above the sportier LaCrosse and just introduced last year, but so do I.

The front-wheel-drive, 5-passenger Lucerne (optional split front bench seat makes it a traditional 6-passenger sedan), which replaces the LaSabre and Park Avenue, shares a platform, and in the case of this CXL, the V8 engine, with the pricier Cadillac DTS. Lucerne is thoroughly modern and completely updated while maintaining the soft, gentle and convenient personality the full-size Buick base demands.

Styling and design are certainly conservative. “Elegant and contemporary” says GM. OK, that’s fair. I find it very pleasant, clean and neat to look at including the stylized classic holes in the fenders reminiscent of 1950s Buicks. Called VentiPorts in the old days they used to be round or oval-shaped instead of the squared strung-together version in this new iteration. But they still say “Buick”, to be sure. Compared to some of its contemporaries there seems to be excessive front and rear overhang but the overall shape is pleasing. The 18-inch, 10-spoke cast aluminum wheels, shod with standard 245/50 Bridgestone Turanzas, go a long way toward making the Lucerne look more modern and meaty as well.

As soon as our test car was delivered we took off for the Chicago Auto Show, a 3 ½-hour drive. Our colleague, Thom (whose reviews you regularly read here), was luxuriating in the back seat working on his computer as another colleague was in front pouring over some other work. The Lucerne made a nice traveling office.

[Rasputin]

2006 Chrysler Pacifica Touring AWD

SPECIFICATIONS


2006 Chrysler Pacifica Touring AWD

Base Price $ 31,165
Price As Tested $ 35,870
Engine Type single overhead cam 24-valve V6
Engine Size 3.5 liters / 215 cu. in.
Horsepower 250 @ 6400 rpm
Torque (lb-ft) 250 @ 3950 rpm
Transmission 4-speed automatic
Wheelbase / Length 116.3 in. / 198.9 in.
Curb Weight 4593 lbs.
Pounds Per Horsepower 18.4
Fuel Capacity 23 gal.
Fuel Requirement 89-octane unleaded mid-grade gasoline
Tires P235/65 HR17 Michelin MXV4 Pilot
Brakes, front/rear vented disc / solid disc,
antilock standard
Suspension, front/rear independent strut /
independent multilink
Drivetrain front engine, front-wheel drive

PERFORMANCE
EPA Fuel Economy - miles per gallon
city / highway / observed 17 / 22 / 18
0 to 60 mph 9.3 sec

OPTIONS AND CHARGES
Inferno Red Crystal Pearl Coat paint $ 225
Customer Preferred Package 26U - includes:
heated front and second-row seats, all-row
side-curtain airbags, automatic headlamps,
foglamps, auto-dimming rearview mirror,
power folding auto-dim outside mirrors,
memory for driver's seat, mirrors, pedals,
and radio, power liftgate, power-adjustable
pedals, AM/FM/cass/6-CD changer audio $2,280
Sirius satellite radio $ 195
ParkSense(tm) backup system $ 285
Rear-seat DVD entertainment system $ 990
Destination charge $ 730

[Rasputin]

2005 BMW 645Ci Coupe and Convertible

SPECIFICATIONS


MODEL: BMW 645Ci coupe, convertible
ENGINE: 4.4-liter DOHC V8
HORSEPOWER/TORQUE: 325 hp @ 6,100 rpm/330 lb.-ft. @ 3,600 rpm
TRANSMISSION: 6-speed automatic, SMG or manual
WHEELBASE: 109.4 in.
LENGTH x WIDTH x HEIGHT: 190.2 x 73.0 x 54.1 in.
BASE PRICE: $69,995 (Coupe), $76,995 (Convertible)


It's always a thrill when I get a chance to drive a brand-new vehicle. It's even a greater thrill when the vehicle is outstanding, and the venue for the drive is equally outstanding.

Such was the case with the new BMW 645Ci coupe and convertible. Both vehicles signify BMW's re-entry into the luxury sport coupe and convertible markets. True, BMW markets sport coupes and convertibles, and even four-seaters. The 3 Series-based convertibles and coupes are among my favorite BMWs.

But these two cars are situated between BMW's 5 Series and 7 Series, as you might expect from the nomenclature. However, no body panels are shared with either series vehicles. The only similarities are the 4.4-liter V8 engine, which is available in the 5 or 7, and iDrive, available on the 7.

We drove the new BMWs in the hills and canyons north of Los Angeles, and I can't think of a better venue for these vehicles. Our ride took us on a side trip to BMW's Designworks, where these and other BMWs are designed. This was an interesting experience as we were able to meet with the designers and experience the atmosphere where they are sketched and modeled.

But driving the new 6 Series vehicles is what is the greatest thrill. Both have excellent power coming from the 4.4-liter V8. The engine is rated at 325 horsepower and 330 lb-ft of torque. The power enabled us to achieve highway speeds and maintain them, no matter how fast California drivers chose to drive. The torque enabled us to negotiate the mountain curves (and some of them were tight hairpins) easily without having to constantly downshift to reach a better rpm range.

Our test vehicles were fitted with two of the available three six-speed transmissions available. We drove a coupe with a 6-speed automatic with Steptronic function that enabled us to shift manually if we chose. Our convertible was equipped with the 6-speed manual, which was fine, except when we were stuck in traffic for an hour, moving just feet at a time.

Also available is a Sequential Manual Gearbox (SMG) that is controlled by paddles mounted on the steering wheel. There is no clutch, and the driver can either select "D" for Drive or "S" for Sequential, shifting up or down with the paddles. We didn't have a chance to drive one of these vehicles.

[Rasputin]

2006 BMW 330i

The first (and, as it turns out, only) new car I ever bought was a 1970 BMW 2002. It was a wonderfully simple little car that was probably more fun to drive than any other little sedan on the road - fast, agile and just a tad quirky. It was the precursor of the fabulous 3-Series that would come to define and lead the small sport sedan segment.
This week’s ride is the blazingly fast, eminently sophisticated BMW 330i, front-engine, rear-wheel-drive sport sedan. I was supposed to be evaluating a Kia Rio this week but it was needed elsewhere so the 330i was a fill-in. Neither I, nor my pretty blonde was disappointed. She had her heart set on buying a 3-Series BMW a few years ago when an opportunity popped up to buy a little SLK. She opted for the latter but is still enamored with the Bimmer. She’s planning on getting her lusty paws on this one.
We tend to dismiss advertising tag lines as so much fluff most of the time, but we’ll make an exception on this one. On top of the window sticker, and all over the advertising, is the bold assertion that this car is “The Ultimate Driving Machine.” While hyperbolic it may just be justified. After all, my old 2002 was a treat to drive and this week’s tester is generations better.
On my first drive into town I’m impressed with the 330i’s amazing thrust and effortless revability. (Is that a word?) I just mean with this 6-speed stick the temptation to get the revs up high is irresistible and that engine is smooth and effortless up there. We hear or feel no hint of buzziness, business or harshness, just a willingness to wind as tight as we ask. Brakes, steering, suspension, controls, seats . . . everything is balanced and feels first class.