2009 Volvo XC90

The 2009 Volvo XC90 is a safe, comfortable and very functional family vehicle - and it's one of the most impressive, and successful, Volvo luxury SUV models ever manufactured. It rates well in fuel efficiency for its class yielding 14/20 mpg. MSRPs vary, trim and option-dependent, from $34,780 to $50,800. The 2009 XC90 comes with a basic warranty that stands for 48 months or 50,000 miles.

Beginning with the 2007 model, the XC90 was fashioned with a newly-designed grille, restyled bumpers and lights and enhanced under-hood hardware. A 3.2L 235 hp I6 engine provides smooth power and outperforms the previous XC90's 5-cylinder turbo. There's also an optional V8 upgrade that yields 315 hp and a lot of quick-accelerating thrills. Attractive styling inside and out make pleasant travels for up to seven passengers and the cargo area will accommodate more gear and luggage than nearly every competitor.

A full-time AWD system takes you and yours through cold seasons and tough terrain with simplistic ease. In the case that you have no need for this added ability, the XC90 from Volvo also comes in a FWD model. As is the Volvo standard, the XC90 is highly rated for safety. The protection of all occupants, not just the driver, are one of the Volvo characteristics that keeps them famous. The Roll Stability Control system goes miles to prevent rollovers while the Rollover Protection System is firmly in place to protect all passengers in the actual event of a rollover. Additionally, the entire roof is manufactured from solid, high-strength steel.

Also, since 2007, the XC90 features the BLIS system (optional) that continuously scans possible blind spots for unseen vehicles in the surrounding areas. Volvo takes your family's safety very seriously and continues to create innovative, industry-leading safety initiatives. The 2009 XC90 is a large, tough and fresh luxury SUV that loves adventure. The handling is precise and responsive. The engine performance (especially with the V8 option) is powerful and exciting. Still, the overall appearance is quite conservative offering few clues as to what really lies within.

On the inside, passengers and driver alike are afforded the style and elegance that one would expect from a vehicle in the XC90's price range. The engine is mounted across the chassis in order to maximize interior volume. There is great flexibility packed inside of the XC90's relatively compact exterior. You can take 2 or 3 rambunctious teenagers for a cruise and they will actually have a difficult time misbehaving. (It helps that they are easily distracted by the flip-down rear DVD screen.)

Once you take the small step up into the cockpit, the XC90 rewards you with an informative and well-designed driving experience. There is an air of spy-like exuberance as you take your seat at the helm. A comprehensive readout panel sits conveniently for you to gather all trip and vehicle information from at your whims. Every element is well-thought and well-placed. Overall, the 2009 Volvo XC90 will exceed your expectations and hopes. Volvo continues to lead the planet in terms of safety, style and dependability.

source: www.carseek.com

>Reviews of new developments in the world of carsslim fast well,

2008 Chevrolet Silverado

Introduction
Chevy Silverado HD heavy-duty pickups are about real work and serious play. The 2500-series is often used like a second car and charged with pulling the boat or trailer on weekends, while the 3500 usually sees hauling and pulling duty on a routine basis and tows fifth-wheel RVs and six-horse trailers. With a trailer of 5,000 pounds or less, or infrequent carriage of building materials, you'd be better served with a Silverado 1500.

But for those who need it, the Silverado HD models are the only heavy-duty pickups with independent front suspensions on four-wheel-drive units, for better ride and steering than the competition. The 6.0-liter gas V8 is the strongest standard engine, and the 6.6-liter is the most powerful turbodiesel. The standard six-speed automatic one-ups the competition and only GM includes OnStar. It is well finished, inside and out.

After a mid-2007 debut for the new Chevy Silverado HD, the 2008 models get some minor yet worthwhile upgrades. These include brighter instrumentation, 17-inch wheels on dually models, standard XM radio with three-month subscription. Regular Cab pickups offer a power front bench seat option, split 40/20/40.

A choice of interiors is available, with different dashboards rather than merely varied finishes. You can have it sweep-out simple, or served up with heated leather, navigation, and an expensive-looking opaque shade for the moonroof. Regular cabs are roomy enough for three, extended cabs are ideal for younger families and have a thoughtful new rear door design, while the crew cab is suitable for four or five big athletes or pony-sized dogs.

The Silverado HD is the most car-like of big pickups, whether referring to interior appearance or driving feel. Yet it carries and tows as well as other heavy-duty pickups. With close to 100 derivatives in cab/box/trim/drive choices and option sheets to fill many pages, there should be an example to fit your tastes and requirements.

Lineup
2008 Chevy Silverado HD pickups are offered in 2WD and 4WD versions. Three cab styles are available, Regular Cab, Extended Cab, and Crew Cab, along with two box sizes. They come in 2500 (3/4-ton) and 3500 (1-ton) versions; the 3500-series is available in single-rear-wheel and dual-rear-wheel versions. Cab and chassis models, suitable for fitting a custom work or tow body on, are also available.

Trim levels vary from vinyl-floored Work Truck models through LT to plush LTZ, the latter using a unique interior design.

The basic WT comes with six-speaker AM/FM/XM stereo, ABS, air conditioning, tire pressure monitors, 40/20/40 vinyl front bench with armrest, and six-speed automatic with tow/haul mode and dual overdrives.

LT versions are split in 1LT and 2LT by package. To a WT the LT adds auto-dimming mirror and compass, cruise control, driver lumbar, locking seat cushion storage, leather-wrapped steering wheel, electronic shift 4WD, and chrome wheel trim. At about $1800 the 2LT upgrade adds better upholstery, power-adjustable front seats, fog lamps, and audio controls on the steering wheel.

Top trim LTZ includes an upscale dashboard design, Bose audio system with subwoofer, locking differential, remote start, leather upholstery with 12-way power and heated seats in front, two-person driver memory, trailer package, 17-inch aluminum wheels, and heated windshield washer fluid system.

The standard engine is an iron-block 6.0-liter V8 with variable valve timing and 353 hp; on duallies (GVWR less than 10,000 pounds) the engine is de-rated to 312 hp. The Duramax diesel, at 365 horsepower and 660 pound-feet of torque, is optional ($7195) and comes with the Allison six-speed automatic transmission ($1200).

Variety characterizes the Silverado option palette, with working gear such as integrated trailer brake controller, dual alternators on diesels, remote start, and snow plow prep package to luxury features like satellite radio, heated seats and a moonroof. Many options are interrelated so check everything carefully.

Safety equipment includes frontal airbags, front seat belt pretensioners, ABS, and OnStar.

Walkaround
For this generation the Chevy Silverado and GMC Sierra do not share near-identical appearance. Lamps and trim vary but so do fenders, boxes and the hood; mechanical bits are shared. Dual-rear-wheel pickups have a hydroformed sheetmetal pickup box with integral overfenders and better paint finishing.

With the big chrome crossbar and bow-tie logo the Silverado HD heavy-duty pickup is immediately recognized as a Chevrolet and maintains visual relationships to the Silverado 1500 light-duty pickup. The hood could have been drawn by a snowmobile designer, with upswept shelves at the sides ending in plastic trim louvers (that serve a vent function on diesels) and Vortec (gas) or Duramax (diesel) badging. Label the look evolutionary refinement rather than a design revolution.

Useful features include an optional tailgate lock and lift assist, dual-element towing mirrors, a cargo management system with multiple adjustable tie-down points (500 pounds per) and a wealth of dealer-supplied toolboxes, and a 2.5-inch receiver hitch capable of towing 13,000 pounds on the top-rated models.

The Silverado HD matches up against other heavy-duty pickups in most dimensions as they all carry the proverbial 4x8 sheet of plywood flat in long-box models. However, the Silverado tends to have a lower roofline and high load deck, especially on 4WD models, worth noting if you visit commercial garages or have a low door at home.



Interior
Regardless of cab size the Silverado HD offers two distinct styles inside: Pure Pickup, which is what you historically expect in a truck, and a Luxury-inspired version that essentially duplicates a Tahoe or Suburban. Either level is a marked improvement over the previous generation, as even the faux wood trim is well-done and the cabin is squeak and rattle-free.

For recreational towing the luxury version may be the choice, but the pure pickup level gives up nothing in build quality, function (it has a second glovebox, the luxury does not) nor appearance.

We did note interior color has an effect on how inviting any version is.

Seats are supportive and are easily adjusted. Adjustable pedals and tilt wheel are available. The steering wheel is offset slightly from the seat center, however, which may fatigue your shoulders or upper arms on long drives. Those truckers who add myriad lights and accessories will note a lack of dedicated switch blanks while others will appreciate the cohesive design.

The Extended Cab back seat is suited for smaller adults and kids. For better access, the side doors swing 170 degrees for easier loading in tight parking spaces. And the windows in those small doors now roll down (completely) for more comfort and venting options. The moonroof cover is a solid material on most trim levels. The luxury version has a semi-transparent shade that might require a baseball cap in bright conditions, not our favorite feature.

All controls are plainly laid out, the only nitpick being the number of similarly shaped and sized black buttons, some of which large-fingered individuals might find hard to push without hitting the adjacent one by mistake. Instrumentation is complete, responsive, and easier to see at a glance for 2008. Dual-zone climate control supporting a side-to-side delta of 30 degrees (Fahrenheit) is offered on many models (diesels get a fast warm-up function), and the navigation system is available only on LTZ models. Turn-by-turn navigation instruction is included with the standard OnStar, but once past the introductory time frame OnStar has a monthly service charge.

Of the heavy-duty pickups, the Silverado is the most car-like inside and will consequently find favor with many buyers. Visibility is good because you're nearly six feet off the ground, though the large hood and lower dash present an imposing view forward. The higher box sides haven't compromised rear visibility, and the new towing mirrors are a big improvement.

Driving Impressions
The current Chevy Silverado HD boasts marked gains in ride quality over the previous-generation versions. It is the most car-like of the big pickup trucks.

That said, an HD Silverado drives heavy, as in a solid feel and deliberate control inputs. It is confident empty or with a maximum load on board, and the added frame stiffness and body build quality mean there is much less sensation of a separate cab and box. They are, of course, still separate pieces, but you don't feel like you're being tossed between two camel humps. Pogo-sticking or bobbing is dependent on road surface and wheelbase and ultimately hard to avoid everywhere, but such motions are now well-controlled and unlikely to redistribute improperly secured cargo.

The HD is a serious truck, designed to carry anywhere from a ton up. The steering is heavily weighted, as is the throttle, perhaps to remind you there is much weight under your control, and the amount of precision is directly related to which type of tire you have: street or all-terrain.

The Silverado has slightly crisper steering response than the competition for three reasons: One, it tends to ride closer to the ground for a lower center of gravity. Two, it tends to be a bit lighter up front, especially comparing a gas Silverado to a V10 gas Ford. And third, the Silverado uses torsion-bar independent front suspension on two- and four-wheel drive models, where the Ram and Super Duty use a heavier, live front axle on 4WD models. The areas where some of the competition deliver a better ride are those with small bumps and irregularities where their larger tires soak up more, and in empty dually configurations; the Silverado does not kick more in the back, but it is noticed more because the front is more relaxed.

Brakes are all vented disc with ABS and plenty stout to handle the load or aggressive driving.

For 2008, an integrated trailer brake controller is available to slow your trailer much more comfortably and more controlled than an aftermarket controller can. (Like Ford's system, however, it is not compatible with all the electric-hydraulic disc brakes becoming more common on high-end RVs.)

A 2.5-inch receiver hitch is available on 2008 models that allows conventional trailer ratings to 13,000 pounds, eclipsing many competitive offerings; the maximum for fifth-wheel trailers on properly equipped Silverado HD models is 16,700 pounds. The strongest Silverado HD will haul 23,500 pounds of truck, cargo, and trailer.

The new 6.0-liter V8 gas engine employs variable valve timing to widen the power curve. It generates 353 hp in lighter models and 312 hp in heavier models, with 373 lb-ft of torque at 4,400 rpm in either case. That's about the same horsepower as the old big-block 8.1-liter V8 but down 80 lb-ft on torque, so a new six-speed automatic is used to make up for the deficit.

And it makes up fairly well, smoothly and quietly propelling the truck on daily chores. It will tow, but grades will have it working above 3500 rpm and since it's providing essentially the same propulsion as an 8.1-liter with four-speed automatic, it will use nearly the same gas doing so. The Tow/Haul mode works exactly as it should, as does the tap shift manual control, and were we making a habit of driving around with more than 12,000 pounds in truck, cargo, or trailer, we'd spend the big bucks on the diesel.

The Duramax turbodiesel and Allison six-speed automatic adds only a small bump in horsepower but nearly doubles torque to 660 lb-ft at just 1600 rpm, and truckers and engineers alike will tell you horsepower is irrelevant for getting a load moving. Additionally, the turbocharged diesel will lose only a fraction of the horsepower the V8 loses at altitude, important when towing trailers through the Rockies. The diesel will deliver 25 percent to 35 percent better fuel economy (maybe more if you work them both hard), and it runs so clean that diesel tailpipes remain steel-colored inside while the gas engine pipes go black.

Summary & Specs
The Silverado HD is an ideal choice for those who want big pickup workability with less of the cumbersome feeling occasionally associated with large trucks. It can be dressed down for work or dressed up for those who spend a lot of time in it. For the first time, the diesel is at least as environmentally friendly as the gasoline engine. It is ready, willing and able to work.

G.R. Whale filed this report to NewCarTestDrive.com from Los Angeles, California.

source: www.automotive.com

2007 Buick Lucerne

The Buick Lucerne is the brand's flagship sedan. Its clean lines are suggestive of fine European imports yet maintain Buick traditions. Inside, Lucerne is elegant, comfortable and easy. Underway, it's smooth and quiet; but with precise steering and a chassis that handles winding roads with aplomb. we find the Lucerne to be a plush, highly competent full-size sedan at a compelling price.

The Lucerne CXS is certainly the most enjoyable of the new Buicks to drive, thanks to its powerful V8 engine and Magnetic Ride Control, an adaptive sports suspension developed for the Corvette. Yet we might opt for the Lucerne CXL V6, a very enjoyable car to drive, with agile handling and plenty of performance. The V6-powered Lucerne CXL is positioned to compete against the Toyota Avalon and Lexus ES 330, while the V8-powered CXS aspires to the Lexus GS and Infiniti M luxury sedans.

As it has done from time to time throughout its 103-year history, Buick is rethinking, renewing, revising and rationalizing its model lineup. The Buick Lucerne replaced the Park Avenue and LeSabre when launched as a 2006 model. The Lucerne benefits greatly from the structure and chassis hardware that it shares with the recently launched Cadillac DTS. In this, Lucerne is not breaking tradition but confirming it. The biggest Buicks have shared body structure with Cadillacs since the 1930s, if not before; and they have shared significant chassis pieces since 1965.

Lineup
The 2007 Buick Lucerne is offered in three trim levels.

CX ($25,515) comes with a 3.8-liter V6, four-speed automatic transmission, cloth seats for five people, a power driver's seat, power windows, power door locks, manually operated heating and air conditioning, AM/FM/CD with six speakers and steering wheel audio controls, cruise control, remote keyless entry, and 16-inch aluminum wheels. Six-passenger seating is available by ordering the front bench seat ($295). A Comfort and Convenience package ($795) adds an electrochromic rearview mirror, Universal Home Remote, illuminated visors with vanity mirrors, intermittent front wipers with Rainsense, and body-colored outside mirrors with power adjustment and heat. The Driver Confidence Package ($795) includes rear park assist, remote vehicle start and theft alarm.

CXL is available with the V6 ($28,530) or a 4.6-liter V8 ($30,540). Either way, CXL upgrades with leather seats (for five or six passengers), a leather-wrapped steering wheel, a power passenger's seat, dual-zone automatic climate control, and 17-inch painted aluminum wheels. The suspension is tuned a little tighter and includes Airlift rear shocks for automatic level control. All items from the Comfort and Convenience package (see above) are also standard. The CXL V8 adds GM's Magnasteer magnetic assist steering, with a faster ratio; and firms up suspension damping a little further. To help maintain better control in adverse conditions GM's StabiliTrak electronic stability control system is available as an option on the CXL V8 ($495).

CXS ($34,545) comes standard with the V8, 18-inch wheels, StabiliTrak, Magnasteer, and Magnetic Ride Control for the best handling available in a Lucerne. CXS also has upgraded leather seats with eight-way power and memory for driver and front passenger. Audio is a nine-speaker, 280-watt Harman Kardon setup with standard XM Satellite Radio.

Options for the Lucerne include heated/cooled front seats; heated leather-wrapped steering wheel; factory-installed remote start; Ultrasonic Rear Parking Assist; rain-sensing windshield wiper system; the first heated windshield washer fluid application in its class; six-disc in-dash CD changer with MP3 capability; and a satellite-based navigation system, now with touch-screen capability.

Safety features include six airbags: a dual-stage driver's front airbag and a dual-depth front passenger bag, front-seat side-impact airbags, and full-coverage side-impact curtain airbags. The front seatbelts come with pretensioners, so be sure to wear them. Traction control, anti-lock brakes, and a tire pressure monitor are standard on all models. OnStar comes standard and includes the first year of Safe and Sound service; OnStar operators will dispatch rescue crews if your airbag deploys and you don't respond to calls, a great feature for you and the rest of your family. The first-ever application of a dual-depth passenger airbag has two sections; a smaller section deploys in a less severe crash or if the passenger is small or seated nearer the dashboard. In a bad crash or if the passenger is not wearing their seat belt the full bag deploys for maximum effect.

Walkaround
There is no mistaking the Lucerne for anything but a Buick. The Lucerne has a handsome appearance with a good stance thanks to its long wheelbase and wide track. The classic Buick waterfall grill blends in well with the large integrated headlamps. The side profile, with its steeply raked windshield, is reminiscent of several recently introduced European sedans such as the VW Passat and Audi A6. The rear of the Lucerne features a high trunk line with nicely integrated tail lamps.

Chrome trim is kept to a minimum. The only stylistic link to Buicks of old is the row of small portholes on each of the front fenders. They are also the only clue to what's under the hood: the V6-powered Lucerne gets three portholes on each side while V8-powered models get four on each side. Flashback to the Fifties, when more powerful Buicks had more holes. But they didn't serve any real function then, and still do not today. Still, we like them.

Two new exterior colors, Light Quartz Metallic and Gold Mist Metallic, are available for '07.

The Buick Lucerne is built on the same mechanical platform as the Cadillac DTS, which was also all-new for 2006. Now in its second year of production, deemed the sweet spot for some buyers, the Lucerne benefits from the newest techniques for building a quiet luxury car.

These include hydroformed frame rails for a stiffer body and use of laminated steel with plenty of sound deadening material placed in strategic locations. Buick engineers shaped the outside of the door mirrors to lessen wind noise. Laboratory test results show that the Lucerne is quieter than a Lexus ES 330. This was also evident in a back-to-back driving comparison.



Interior
Much like the exterior, the Lucerne's interior is cleanly designed with just enough touches of wood and chrome trim to make it luxurious without being opulent. The dashboard is fairly traditional in design with a smallish instrument pod containing three round gauges in front of the steering wheel.

The center stack is located high up for easy access, and contains large knobs for operating the climate control and audio system.

Standard on all '07 Buicks is OnStar with Turn-by-Turn service, which allows customers to talk to a live advisor, who in turn downloads complete step-by-step directions to the vehicle through the OnStar system. Audio directions are then automatically played through the vehicle's stereo as they are needed, triggered by the OnStar system's GPS capabilities. Drivers can be directed to their destinations without having to take their hands from the wheel or eyes from the road.

And a touch-screen navigation system that can display a map is also available.

Buyers who want seating for six can order a traditional front bench seat. Most people instead opt for bucket seats, which provide a good level of comfort and come with an armrest in the center console.

Rear-seat passengers are well taken care of with good headroom and excellent leg room. The long wheelbase also allows for a wider-opening rear door with almost no intrusion from the wheel well, making it easy to get in and out of the car.

Driving Impressions
The Buick Lucerne is a smooth but spirited car. The ride quality is excellent, thanks to its long wheelbase and stiff body structure. In back-to-back driving along a stretch of less-than-perfect road, we found the Lucerne's ride quality comparable to that of the benchmark Toyota Avalon. Buick loyalists who are used to a cushy ride will not complain about the Lucerne. It might be stiffer than they are used to, but it's still plenty smooth.

The steering is precise and responsive, and the suspension is well controlled, even at high speeds along not always smooth roads. After driving Buick Lucerne models over the course of several hours, winding among the vineyards in the Santa Ynez Valley just north of Santa Barbara, California, we found the Lucerne handles with aplomb, exhibiting no wallowing or causing any untoward moments. A rigid chassis is the key to balancing sharp handling with a smooth ride, and Lucerne really delivers.

The CXS comes with Magnetic Ride Control, which we found improved the handling a bit, though the differences were not dramatic. Magnetic Ride Control is an adaptive damping system designed to enhance overall ride performance. With Magnetic Ride Control, the shock absorbers are filled with a synthetic fluid in which magnetically charged particles are suspended. By applying electric current to the particles, a computer continuously adjusts the fluid's viscosity according to varying road surfaces and driving styles. The system, which first appeared on the sporty Cadillac XLR, and then the Corvette, delivers a quicker response than earlier adaptive-damping setups that continuously adjusted the shock absorbers' main valves.

Indeed, when we tried a CXL V6, we were pleasantly surprised at just how well it performed. With the lighter V6, the Lucerne seemed more agile on twisty roads. The front end felt a bit lighter. The V6 models also suffer less from torque steer, a slight tugging felt through the steering wheel when turning and accelerating at the same time. As an additional benefit the V6 Lucerne is rated as a Super Ultra Low Emissions Vehicle (SULEV). The V6 is EPA-rated 19/28 mpg city/highway, while the V8 is rated 17/26 mpg.

So which model? If you don't demand instant power when accelerating away from traffic lights or merging onto freeways, the V6 is probably a better bet because it costs less and gets better fuel economy. We were pleased with its performance. However, GM's excellent StabiliTrak electronic stability control system is available with the V8 models, which improves driving control by reducing the chance of skidding. StabiliTrak is well worth having. And this car performs well with a modern double overhead-cam V8.

Summary & Specs
The Buick Lucerne is an attractive near-luxury car offering looks, features, quality and value. If you like a modern, comfortable ride with competent road manners, the Lucerne, with either a V6 or V8 engine, is well worth consideration. It comes with a longer warranty (4 years/50,000 miles) than Buick has offered in the past, and Buick has been doing quite nicely in recent J.D. Power and Associates surveys on product quality.

NewCarTestDrive.com correspondent John Rettie files this report from Santa Barbara, California.

source: www.automotive.com

BMW's Z4 Gets Its Props

Spring is upon us and with it the season when a car buyer's thoughts turn to convertibles. For me, that means it's also a good time to say a few kind words about the BMW Z4 Roadster, a great little ragtop two-seater that has never gotten the sales or critical acclaim it deserves. Until recently, at least.

In terms of increased sales, the Z4 is the hottest-selling BMW in the U.S. market so far this year, though admittedly from a small base. Sales of all Z4 models combined soared 90.6%, to 1,906 units, in the first quarter of the year vs. the same period in 2006, partly driven by the addition of the new Z4 Coupe to the lineup. But what I find encouraging is that the plain old Z4 Roadster saw a 68% sales increase during the quarter, an early indication that consumers may be wising up to the fact that this is a much better car than auto reviewers have rated it. If you're looking to splurge on a midlife-crisis car this spring and have a fair amount of money to spend, the '07 Z4 definitely merits a test drive.

One thing I like about the Z4 Roadster is what many reviewers revile it for: its looks. Perish the thought, but the Z4 actually looks different from all the other cars on the road. The Z3, the model the Z4 replaced, had a classic, almost retro, look to it, while the Z4 is perhaps the most unabashed example of BMW designer Chris Bangle's "flame surface" styling, in which the car's sheet metal is sculpted to have multiple surfaces reminiscent of a flickering flame. Adding to its distinctiveness, the Z4 has an extra-long front end and a stubby, humped rear end with an odd little ducktail on the rear deck.

In an age of curvy, rounded vehicles that all look alike, the Z4 is instantly recognizable when you see it coming down the road. But it's a love-it-or-hate-it sort of design that has turned off many BMW aficionados. There are persistent rumors that Bangle's protégé, Adrian van Hooydonk, who became chief designer for BMW's car company when Bangle moved upstairs to oversee design for the entire BMW Group, will redo the Z4 for the '09 model year and give it a less radical design. I hope Z4 sales will continue to soar—proving that Bangle's bold design isn't a detriment to the model's commercial prospects.

Exterior styling aside, the Z4 Roadster is a classic sports car—quick, tight-handling, and with a catlike grip on the road. The engine lineup was also upgraded as of the '06 model year, so all versions of the car have plenty of power.

Like any BMW, it isn't cheap. The basic 3.0i, which is powered by a 3.0-liter, 215-hp, inline six-cylinder engine, starts at $37,175, while the more powerful 3.0si, which has a 255-hp, inline six, starts at $43,175. If you prefer a hardtop, the Coupe version of the Z4 3.0si starts at $41,175. And if blinding speed is your priority, the M version of the Z4—which has a 330-hp 3.2-liter engine—starts at $53,875 for the ragtop and $51,875 for the Coupe (see BusinessWeek.com, 7/26/06, "Hard Core Z4").

However, my feeling is that if you want a classic ragtop sports car, you don't necessarily have to spend a lot of money going for the biggest engine and adding bells and whistles to the Z4. You buy a sports car mainly for handling, not raw speed. And going with the entry-level Z4 is a little like going with the BMW 328i rather than the 335i: You give up a little speed and save a lot of money (see BusinessWeek.com, 10/17/06, "BMW's Super Coupe").

If my own money were on the line, I'd go with the basic Z4 3.0i, and about the only option I'd pay up for is the $3,550 Premium package, which includes an automatic convertible top, auto-dimming rearview mirrors, power seats, and a few other add-ons. If you want an automatic transmission, add another $1,275 to the price.

The bottom line is that you can get a well-equipped Z4 3.0i for a little more than $40,000. That's a lot of cash, but it's still thousands of dollars less than a Porsche Boxster.

You can even rationalize the purchase by telling yourself the Z4 is an economy car when it comes to gas mileage. The 3.0i is rated to get a respectable 21 mpg in the city and 30 on the highway. In a stretch of 200 miles of mixed driving, I got 22.6 mpg in a Z4 3.0i with an automatic transmission, which isn't bad considering how hard I pushed the car.
Behind the Wheel

Slip into the driver's seat and the Z4 is, unapologetically, a sports car. It has the small, spoked steering wheel that old-style European sports cars always had and a clean, uncluttered interior that contrasts sharply with its busy exterior styling. There isn't a lot of extra shoulder and head space in the cabin (unless, of course, the top is down), and legroom may be too tight if you're unusually tall.

The suspension is stiff and the ride relatively hard. If you don't want to bounce around on the highway and feel a hard thump when you hit a bump in the road, this isn't the car for you. You're also sitting very low to the ground in the Z4, and it's a struggle getting in and out, especially with the top up. But the seats are comfortable and more supportive than I remember the ones in the Mazda Miata being.

Like any classic sports car, the Z4 Roadster is a blast to drive. My test car came with the six-speed automatic transmission with a manual shifting mode and steering wheel-mounted paddle shifters. And this automatic is so refined that it makes you wonder how much longer even companies like BMW will continue offering stick shifts.

If you let the transmission do the shifting for you, it's incredibly smooth, running through the gears as if a professional driver were behind the wheel. The transmission never revs unnecessarily or hunts for the proper gear, even when you accelerate hard up a steep hill. At the push of a button, you can put the car in a sporty mode that noticeably alters the transmission's shifting algorithms and makes it quicker and jumpier.

If you're a real speed freak, the basic Z4 3.0i won't be fast enough for you. BMW rates it at 6.6 seconds in accelerating from a standing stop to 60 mph with an automatic transmission, and I clocked it at about seven seconds. That's noticeably slower than the 3.0si, which BMW says will do zero-to-60 in 5.7 seconds with an automatic and 5.6 seconds with a stick shift, but it's plenty quick for most people.

The 3.0i is geared to be very quick in the midrange and at normal passing speeds on the highway. When you get above 80 mph, there's not a lot of oomph left when you punch the gas, and the car starts to struggle a bit. If you want a real German-style autobahn cruiser, you need the extra power of the Z4 3.0si or the M. But for most normal U.S. driving, the basic Z4's power and speed are more than adequate.

As with any sports car, the Z4's interior is short on storage space. The glove box and storage bins in the doors are small. There's a box-like storage space in the back wall of the cabin big enough to hold a small purse. Happily, though, the trunk is quite big for a sports car and remains a relatively spacious 8.5 cubic feet even with the top down.

Speaking of the convertible top, I'd definitely pay extra for the optional power top, which is very handy. It goes up or down without human intervention in about 10 seconds. You don't have to worry about getting caught in sudden rainstorms because the top is so quick and easy to put up.
Buy It or Bag It?

For most people, buying a two-seater sports car isn't a rational decision; it's a splurge. And the key question always is: How big a splurge do you want to make?

If you're on a tight budget, there are tons of cheaper convertibles to choose from. The Mazda Miata (see BusinessWeek.com, 12/13/06, "Mazda: More Miata for the Money") is probably the most attractive low-priced alternative. General Motors' (GM) Pontiac Solstice (see BusinessWeek.com, 10/14/05, "Solstice: A Brawny Beauty") and Saturn Sky (see BusinessWeek.com, 5/30/06, "Sky High") are very cool-looking, but have the disadvantage of having virtually no trunk space when the top's down.

Closer to the Z4's price range but still considerably cheaper are the Nissan (NSANY) 350Z (see BusinessWeek.com, 7/09/06, "Z as in Zoom") and the Honda (HMC) S2000, both of which are sweet-handling cars. The Power Information Network figures the Z4 had an average selling price in the first quarter of $45,526, vs. a little more than $32,000 for the S2000 and 350Z.

As I mentioned above, a well-equipped entry BMW Z4 3.0i will set you back a little more than $40,000—but even that's a huge premium over the Honda and Nissan. To justify the extra expense, you have to like the Z4's radical styling and you have to be willing to pay a bit more for the cachet of owning a Bimmer.

The other key question is whether it's worth paying more to get a Porsche Boxster, which feels even more solid on the road and handles a little better, and which Power figures had an average selling price of $53,114 in the first quarter (see BusinessWeek.com, 10/28/05, "Porsche's Entry-Level Dream").

Price being equal, I'd rather have a Boxster than a Z4. But given the price differential, it's a tough choice. The Z4 handles nearly as well as a Boxster, is more distinctive-looking—and costs thousands of dollars less. Much as I love the Porsche, the Z4 is a tempting alternative.

source: www.businessweek.com

Mitsubishi Lancer Evolution X.

Updating an icon, aka the Mitsubishi Lancer Evolution, is a job I wouldn’t like to be given. After three generations and nine versions, the ultimate interpretation of a rally-car-for-the-street theme is difficult to improve on. The answer however, is here in the form of the 10th-version, fourth-generation Mitsubishi Lancer Evolution X. The ‘X is less communicative, larger, heavier, and slower compared with the previous car (surely not I hear Evo purists shout at the computer screen). It’s the inevitable trade-off that occurs when a car strives for more refinement. The steering, for one, no longer has that responsiveness that made the old car such fun. If you’re an Evo fan, you best stop reading now. If you’re still with me, you’ll be glad to know that the Evo X is an intersting bag, and a review that might surprise some of you. As always, the Evolution is based on the standard Lancer saloon, and it still has a turbocharged 2.0-litre engine. New changes to the iconic motor include an aluminum block rather than cast iron, a timing chain instead of a belt, and variable valve timing on the intake and exhaust camshafts. The power figures of 295 bhp and 300lb of torque do nicely, thankyou very much. Before I move on, I have to mentione the styling. According to Mitsubishi, they got their inspiration from fighter jets and sharks. The new ‘face’, which will eventually end up on all future models, definately has an angry look about it, making the Evo 7 and 8 look much softer in appearence. The huge wide mouth, slanted headlights and cooling ducts in the bonnet certainly tell you move out of the way when you get a glance of it in your rear view mirror, and not to bother challenging it from the traffic lights. The 4-door proportions aren’t distasteful, whlist the bulging wheel arches sharp swage line and good looking 18-inch alloy’s give the ‘X a good side profile. The rear has a pointy and dis-jointed appearence but somehow it looks how an Evo should be, and I for one have grown to like it. I wonder how everyone else will see it?

The Evo will be available in two specifications; GSR and MR – the UK versions will continue with the FQ moniker. The price for the GSR (FQ) should hover around the £28,000 mark (around £18,000 in Japan) with the MR around £5000 more. The GSR comes with a new five-speed manual box only, and the MR has Mitsubishi’s new dual-clutch sequential transmission, dubbed “Twin Clutch-SST” (Sportronic shift transmission). The MR also gets Bilstein shocks, lightweight Enkei wheels, chrome exterior trim, opptional navigation and leather seats. The Evo X body is lighter, too, thanks to the aluminium roof, bonnet, front quarter-panels, and front and rear bumper beams. The new suspension also uses aluminum. But the weight saving is more than offset by the new car’s stiffer structure and wider body. The 20kgs or so it’s gained in weight means the Evo X is slower than its predecessor, but not by much. Mitsubishi claim a 5.2 second 0-62 mph time which is a fraction slower than the 2005 MR. The dual-clutch model won’t be quicker off the line than the manual because the launch control doesn’t use all the available power in the interest of safeguarding the driveline. But don’t judge the MR strictly by its straight line numbers. The new Evo X is much faster along a curving road than previous Evo’s – contemplate the staggering skidpad number of 0.97 g. I’ll try to explain all the techno-blurb that makes it happen (get ready for the abbreviations of all abbreveations).

I’ll start with the S-AWC, or Super-All-Wheel Control. S-AWC consists of ACD (active center differential), AYC (active yaw control), ASC (active stability control), and Sport ABS (anti-lock braking system). The centre differential is an electronically controlled multiplate clutch. The normal power split is 50/50 front to rear, but the system can send up to 80 percent to either end. At the heart of AYC is a trick rear differential that combines a traditional limited slip with two clutches that correspond to the right and left wheels. The result, is that torque can be patched to either side under any conditions. For instance, the right wheel could have a braking force on it while the left wheel still receives power. Stability control and ABS are nothing new, but the key to S-AWC is that it uses all four systems together to maximize the grip from the wheels and keep the car going where the driver points it. Combine that with the S-Sport mode of the Twin Clutch-SST, in which gears are held right up to the redline and downshifts are timed better than if you use the paddle-shifters, and the Evo X is the real-world games-console simulator. The way the Evo X goes around corners is as spectacular as first seen on previous Evo’s. You steer into the turn, and well, that’s about it. There’s no sawing at the wheel and no mid-corner correction, unless you encounter the excessive body roll, which I’ll come back to later.

The latest generation engine gains momentum smoothly, almost too smoothly for hardcore forced-induction fans. Absent is the turbocharger surge that comes on at the 5000 to 6000 rpm mark. In fact, the 2.0-litre feels and sounds like a larger capacity block. Although it doesn’t quite match the Evo 8’s prowess in a straight line, it’s quick nonetheless. Once you get over the extraordinary combination of grip and a new take on how the power is delivered from the latest generation 2-litre turbo, trying your luck at throwing it off line becomes a real challenge. Depending on which paddle-shift setting you choose (normal, sport and super sport) and one of three differential modes (tarmac, gravel, snow) even an amature like me behind the wheel can step far beyond ones limits without ending up in a ditch. Whatever speed you choose slipping through a series of bends is over is a matter of seconds, and you wonder if you’ve actually been day dreaming. A quick left-right-left on the steering wheel slices the ‘X through any corner leaving the electronics to prevent a serious encounter of oversteer. The suspension is set extremely hard, yet it can be flexible to a certain extent when pushing on. Even so, there’s a worrying element of body pitch, especially when you’re braking hard or chucking it around corners. The nose will slam into the tarmac when a serious amount of force is applied on the brake pedal – and what fantastic brakes they are, whilst the body will violently roll from side to side especially when cornering hard. As a result the tyres squeel like mad, and although other journalists didn’t make a big thing about this on the press launch, I came away concerned at just how much body roll the new Evo has when pushed around Mitsubishi’s Tokachi Proving Ground in Japan. The previous Evo’s seemed more taught and controlled and are still far superior than the new X.


Comfort levels are a mixed bag, really. With tight fitting Recaro seats – Evo owners prefer this apparently, and a very firm ride, the stiff damper setting translates every mile into a jolting and sometimes unpleasant ride. The car seems to jiggle on most road surfaces, however, it doesn’t seem to throw up any numb limbs or back ache. The steering wheel is nice to hold – the S-AWC control selector switches are located on the both wheel spokes, whilst the rest of the ergonomics are pretty much spot on. The interior is a leap forward both in design and function compared with the materials and design functionality from past Evo’s. Trim grades are much better and feel more germanic, but it still has an element of low budget about it. The overall ambience is very modern, but with a large proportion of the inetrior covered in black and dark grey plastics, it doesn’t really do it any favours. Driving postion is excellent you’ll be pleased to know, and after a short blast up the road, you’re bound to forget about the interior. You can opt for several trim upgrades too, including leather upholstery, whilst several exterior additions are also available from the option list. So how can I sum up the new Evo X? Well, the my most obvious issue has to be the dreadful body roll. With a car that has so many electronics I’m so surprised that Mitsubishi don’t see this as a major flaw. The car itself is entertaining, but I’m not so convinced. So, how will the die-hard purists cope with a completely new design from the ground up? There’s no doubt that it’s going to cause a mixed response, but just like the new Subaru Impreza, give it a few months and the opportunity to see a few on the road, and I’m sure it’ll blend in quite nicely. The new and latest Evo, for me, isn’t as exciting as I’d hoped for. Yes, it’s engaging, and yes, Mitsubishi have brought it up to date, but I can’t force myself to embrace it like I did for the Evo 7 and Evo 8.

source: www.autoreview-online.com