Cars service manual

This is a test drive report for a vehicle that I had waited almost 9 months to arrive in Australia, having test driven the 407 in sedan/touring forms with 2.2L, 3.0L petrol and 2.0L HDi versions.

The coupe verdict? The 2.7 was too fresh (tight) to perform, but I was impressed. However, Peugeot have seriously overestimated the grandeur of this vehicle in relation to their asking price (AUD83k drive away). As a coupe its way too big, but then the rear boot is pathetic, the open aperture lucky to swallow a decent suitcase. No factory sunroof is disappointing. Fantastic sound deadening, but noted the engine bay lining is not suited to longevity if youre buying it for long term. Its simply not worth the introduction recommended price by a long shot, youd be mad not to consider German alternatives.



Replacing the much-loved 406 was no easy task for Peugeot. Not only did the car have to live up to the lofty standards set by its predecessor, it also had to compete in a market that was being squeezed from above by premium marques like BMW and Audi and from below by increasingly sophisticated family hatches. In order to stand out, Peugeot needed to create a car that made a definitive statement and the 407 did just that. A return to a more French kind of car, the 407 offered very good build quality, excellent ride and refinement and distinctive styling.
Used examples are now beginning to appear in meaningful numbers and can represent a very cost effective way of landing a high quality modern medium range family car.

The 407s front is dominated by a gaping maw the like of which has not been seen since Jonah commented on surprisingly heavy swell conditions. As with all the best Peugeots of yore, the lines are elegant, sleek and fluid. The windscreen is steeply raked back, giving a very sporting appearance. A Coupe version is available and aside from the four-door saloon, theres also the 407SW estate which is, if anything, even better looking.

With its canted back C-pillar, the SW looks impossibly fast an automotive Exocet amid a sea of lumbering trebuchets. Peugeot are keen to stress that the 407 is their very first car to feature double wishbone front suspension, which may not mean a great deal to many but in essence sums up the French companys commitment to handling excellence. Many cars these days have so-called multilink rear suspension systems, but most persevere with a simple strut front set up. In offering a more sophisticated front suspension system on this car, Peugeot raised the bar again.

Peugeot have set something of a precedent to follow with some very good previous Euro NCAP crash test results but the 407 again took them a big step forward. Active safety in the form of brake discs with a diameter of up to 330mm and next-generation ESP stability control which is standard on every model. As well as marshalling the anti-skid function, ESP also acts as a controller for the anti lock braking system, the emergency brake assist and the electronic brakeforce distribution to each individual wheel. The chassis itself incorporates not only the highest level of torsional rigidity ever seen on a Peugeot saloon as you might expect but it also features a device known as an impactor that anchors the engine to the subframe and prevents it being shunted into the passenger cell in the event of a crash.

Pedestrian protection is a major design criterion these days and the 407 features foam padded bumper bars and a bonnet that deforms to absorb shock, the top of the engine a good distance below that sweeping bonnet line. Up to nine air bags could be specified by new buyers twin fronts, side, curtain and steering column units offer optimum protection. The cabin is neat and everything seems to work very nicely but there isnt a great deal of showroom wow factor to it. Sophisticated multiplexed electronics allowed for a huge amount of individual customisation for buyers when specifying their 407s, with such features as rear view mirrors linked to reverse gear, parking sensors, self-imposed speed limiters, low tyre pressure monitors and variable cruise control systems all capable of being fitted quickly and, just as importantly, at very modest expense.

Although trade prices are still fluctuating a little, a glance to the marketplace shows 2004 04-plated 407 2.0S saloons starting at around £9,250 with the SE models commanding another £500. The 1.8-litre models are a little more affordable but are harder to come by, most buyers recognising that the small (£500 new) step up in price to the 2.

0-litre car made a lot of sense given that the 407 is no lightweight and the difference between the cars was a not inconsequential 21bhp. The 2.2-litre saloon models tend to open at around £10,625 in SE trim with SV models adding £300 to that price. Range-topping 3.

0-litre petrol models are currently kicking off at £13,750. Opening book price for a 1.6-litre turbodiesel is currently £10,350. The SW estates have seen steady demand and are holding value reasonably well, a 54-plated 1.

6 turbodiesel starting at £11,950. Coupe versions are still too rarer to fix a working used price to.

Peugeot have really upped their game when it comes to build quality and there are aspects of the 407 that would put many premium rivals to shame. The mechanicals are largely tried and tested units and the interior trim is hardwearing. The good news for used buyers is that the 407 doesnt attract the sort of buyer who tends to flog their car to death, instead attracting a more genteel clientele. Sophisticated traction control helps preserve front tyre life on more powerful models.

No significant problems have yet raised their heads but insist on a properly stamped up service book and if in doubt opt for an HPI check.
(Based on a 2004 407 2.0) A new exhaust will set you back about £475, while a replacement headlamp should be around £165. A new clutch is about £155. As for front brake pads, expect to pay about £45 front and £40 rear.

Four petrol engines and three diesel units are offered, the diesels including a particulate emission filter, those with manual gearboxes compliant with Euro4 standards, thus neatly sidestepping the three per cent benefit in kind surcharge. These HDi diesels consist of a 1.6-litre unit that cranks out 110bhp and 240Nm of torque (260Nm of temporary overboost) and a 2.0-litre powerplant that develops 136bhp and 320Nm of torque (340Nm on overboost).
Through a strategic link with Ford, Peugeot also offer a gutsy 2.7-litre V6 HDi engine which is by far the most desirable pick for most customers. Petrol buyers are well catered for with a range that opens with a 16-valve 1.8-litre unit with 117bhp, mated to a five-speed manual gearbox.

Step up to the 2.0-litre engine and youll have access to 136bhp and the choice of either a conventional five-speed manual box or a four-speed automatic autoadaptive gearbox with Porsches Tiptronic System control. If you do fancy the automatic gearbox, the 160bhp 2.2-litre engine is probably a better candidate, although if you prefer a manual gearbox, this model boasts a six-speeder.

The range-topping 211bhp 3.0-litre V6 also offers the choice between the six-speed manual and the automatic and features variable valve timing (VVT) to ensure that power and torque are evenly distributed across a wide rev range. Although the 407 does corner tidily, its a big car and never feels particularly comfortable when taken by the scruff of the neck. The weight issue becomes noticeable if you opt for one of the entry-level engines, so our advice would be to consider sacrificing a trim level or two from your budget in favour of a bigger engine.

As a used buy, theres a lot to like about Peugeots 407. A car that works a lot better in the metal than in many pictures, its slightly undervalued by the trade and you should be able to pick up a low mileage example with a hefty percentage of its new value wiped out. The 2.2-litre petrol engine and the 3.

0-litre diesel units are the pick of the range although the 3.0-litre petrol is an attractive choice if you can stomach the fuel bills.

Lets face it, the competition in the Minivan market is intense. Between the Kia Sedona, Nissan Quest, Toyota Sienna, Dodge/Plymouths, Honda, Ford and others, its a crowded market.
Look at the Sedona, front end looks like the Honda. The Sienna is big and unwieldy, but well built.

The Mazda had all the features we wanted. Dual power sliding doors, leather, towing, etc.
Now, keep in mind, the Mazda isnt the best in any given area. Its not the fastest and most powerful (look at the Sedona with 244 hp vs 200), nor the most torque. It doesnt have all the creature comforts of the Honda and Toyota. It isnt the biggest (Grand Caravan).

Then, look at what it is. It is a small minivan. It doesnt look like a minivan, and doesnt feel like one. It doesnt seem like a minivan when you sit in the front seats. Its just a great overall package.

After looking at everything listed above, we instantly fell for the MPV. It has quick throttle response, configurable second row, nice looking interior, better looking outside, better than average warranty, and dual sliding power doors. The comfort level is good. Second row has good leg room (I am 61", 220 lbs).

The back seat is a little small, but most are. It is a bench seat, not the 60/40 split as most are. But the rear seat moves in and out of the storage location easily. It took me and the salesguy at Toyota a few moments to get the seat back up on the Sienna.

Although it is smaller than most of the others, that is a benefit. It is about 11 inches shorter than the major competition, but that bodes well in parking lots and general suburbia driving.

Favorite Features

Dual sliding doors, power roof, rear heat, rear AC, 6 disk in dash changer, DVD player, and leather seats. My 4 year old can listen to the movie on the DVD player with her wireless head phones and I get to still listen to the radio. Either brand you choose, make sure you get that option.

Interior Design and Special Features

The interior is equipped with three rows of seating for seven passengers. The second and third rows can be reconfigured for multiple seating arrangements. The second row features two comfortable captains chairs that have their own flip-up armrests. The right-side second-row captains chair can be released by a handle, allowing it to slide along tracks to meet up flush with the other seat, creating a bench. Both second-row seats are removable. For maximum convenience, the third-row seat easily folds flat into the floor.

Safety

Four-wheel antilock disc brakes are standard on all models, while traction control and side airbags for front occupants are standard on the ES, optional on the LX and not available on the LX-SV. Full-length side curtain airbags and stability control are not available on any MPV. In government crash tests, the Mazda MPV earned a perfect five-star rating in all front- and side-impact categories. In frontal-offset crash testing conducted by the IIHS, the MPV received an "Acceptable" rating (the second highest out of four).

Powertrains and Performance

The MPV comes with a 200-horsepower, 3.0-liter V6 paired with a five-speed automatic transmission. Towing capacity is 3,000 pounds with the optional four-seasons driving package. EPA estimates are 18 mpg in the city and 24 mpg on the highway.

Driving Impressions

Nicely weighted steering and a compact size makes the 2006 Mazda MPV easy to maneuver on tight city streets, but vans like the Odyssey, Caravan and the new Mazda 5 offer sportier handling. The 3.0-liter V6 provides adequate acceleration in most situations but is quite noisy under heavy acceleration. Those who plan to carry heavy passenger loads or tow a trailer should consider competing vans, all of which can be had with larger engines. Additionally, the MPVs five-speed automatic transmission is often indecisive, hampering acceleration efforts with early upshifts and late downshifts.

Body Styles, Trim Levels and Options

The Mazda MPV is a four-door, seven-passenger minivan with three available trims: LX-SV, LX and ES. The base LX-SV comes with 15-inch steel wheels, dual manual-sliding doors with roll-down windows and a CD player. The LX adds 16-inch alloy wheels, steering wheel-mounted stereo controls. A power driver seat, side airbags for front occupants and traction control are options. Step up to the ES trim and you get 17-inch wheels, dual power-sliding doors, privacy glass, leather upholstery, an upgraded nine-speaker sound system with an in-dash CD changer and a separate rear air conditioner. Many of these features are optional on the LX. A DVD-based rear entertainment system and a sunroof are also available as options on both the LX and ES.

Auto-trex Advice:

Minivans are supposed to be functional and useful but as dull as dirt, right? Not the 2006 Mazda MPV. Its V6 engine isnt overly powerful but its handling and steering lend a bit of driving excitement to the more mundane minivan tasks. Our main concerns with the MPV are that its interior isnt as roomy as other mainstream minivans (though we like the MPVs tidy exterior dimensions) and it lacks the latest key safety equipment like stability control and side curtain airbags.

Side curtain airbags would be a big help, since the IIHS gave the MPV a poor rating in side-impact crash tests. Since safety weighs heavily for many minivan buyers, the 2006 Mazda MPV is certainly at a disadvantage in the marketplace.

LAND ROVER’S SPORTS TOURER DEBUTS WITH GROUNDBREAKING SUSPENSION TECHNOLOGY

Land Rover enters 2006 with the all-new Range Rover Sport, a high-performance SUV with dynamic ability and exceptional comfort. Designed for fast, long distance driving, Range Rover Sport is Land Rover’s first entry into the highly competitive performance SUV market.

The interior design and components come mostly from the LR3-and the Ford parts bin. But instead of the traditionally blocky SUV architecture, the Range Rover Sport features a wraparound cockpit that envelops the driver in a well-appointed ergonomic cocoon without inducing claustrophobia. And while Land Rover maintained its so-called command-position drivers seat, its noticeably lower and offers more lateral support than the wide-body high-altitude numbers found in most sport-utes.

HIGHLIGHT

#Supercharged 4.2-liter 390 bhp V8 engine or naturally aspirated 4.4-liter V8 with 300 bhp
#Dynamic Response suspension system ensures flat cornering, improved handling and excellent control (standard on supercharged model)


#Terrain Response™ system aids in class-leading off-road capability
#Available adaptive cruise control on supercharged model
#Six-speed automatic gearbox with Commandshift™ and adaptive mapping
#Bi-Xenon and available adaptive front lighting
#Four-corner independent, height-adjustable electronic air suspension
#Four-piston Brembo® front brakes in supercharged model


A true performance vehicle, Range Rover Sport features a powerful V8 engine, inspiring and sophisticated on-road capability and the first application of Land Rover’s Dynamic Response system.

The supercharged models, in addition to the 4.2-liter V8 390 bhp engine, receive unique seating surfaces, chrome exhaust extensions, Dynamic Response, Brembo® front brakes, adaptive front lighting, cooler box, the cold climate package, 20-inch aluminum alloy wheels and black-on-silver badging.

BODY/CHASSIS CONSTRUCTION

Land Rover’s innovative new Integrated Body-frame™ platform architecture matches the strength of a ladder-frame with the lightness and rigidity of a monocoque, delivering the best of both approaches. Range Rover Sport uses strong boron steel for the A- and B- pillars, and aluminum for large panels. Its single-piece tailgate design allows for a more rounded vehicle shape and makes it one of the most aerodynamic SUVs on the market. Key chassis features include:

#Isolated monocoque body – part of the Land Rover developed Integrated Body-frame™ architecture
#Advanced use of latest hydroforming technology using boron steel and advanced high-strength steels
#108-inch wheelbase
#Lightweight magnesium alloy in front structure and front crash crumple zone
#Single tailgate with separate lifting glass
#Treated steel panels to prevent electrolytic interaction with adjoining steel components


POWERTRAIN
NATURALLY ASPIRATED

#4.4-liter, alloy V8 develops 300 bhp at 5,500 rpm and 315 lb.-ft. of torque at 4,000 rpm
#Electronic throttle controlled variable camshaft phasing

SUPERCHARGED

#4.2-liter, alloy V8 develops 390 bhp at 5,750 rpm and 410 lb.-ft. of torque at 3,500 rpm

Range Rover Sport delivers inspiring and refined performance on all surfaces, and as expected from a Land Rover, is supremely capable off-road. The HSE model is equipped with a naturally aspirated 4.4-liter V8 engine, while the supercharged model has a powerful 4.2-liter V8. Each has been extensively proven in a variety of climates, surfaces and extreme temperatures. All models come standard with Land Rover’s Terrain Response™ system and a six-speed electronically controlled automatic transmission with CommandShift™. Key powertrain features include:

#Aluminum V8
#Redesigned oil pump and improved oil sealing for wading
#Terrain Response™ dynamic systems control
#Electronically controlled locking center differential
#Optional electronically locking rear axle differential
Six-speed automatic gearbox with CommandShift™ and adaptive mapping

SUSPENSION, WHEELS & TIRES The supercharged models are fitted with 20-inch aluminum alloy wheels, while the HSE models come standard with 19-inch aluminum alloy wheels.

NATURALLY ASPIRATED

#9 x 9-inch alloy wheels standard
#255/50R19 tires

SUPERCHARGED

#20 x 9.5-inch alloy wheels standard
#275/40R20 tires

Both on- and off-road capability is enhanced with agile, electronically controlled airspring suspension, and Land Rover’s newest technology, Dynamic Response. Standard on the supercharged model, this computer-controlled active anti-roll system senses cornering forces, and acts to optimize body control and handling. This technology is one of the key reasons why Range Rover Sport has the agility and handling of a much smaller, sporty vehicle. It also decouples off-road to allow greater wheel articulation during tough, all-terrain driving. Key suspension features include:

#Available Dynamic Response system
#Electronic air suspension with automatic load-leveling and multiple modes: access, standard and off-road
#Height adjustable, cross-linked air suspension for improved off-road performance and wheel articulation
#Four-wheel independent, double wishbones front and rear
Monotube dampers
#ZF Servotronic rack-and-pinion
#Speed sensitive/variable ratio steering

SAFETY & SECURITY

Range Rover Sport’s electronic stability controls, powerful brakes and class-leading traction aid in the safety of the vehicle’s occupants. Additionally, the Integrated Body-frame™ improves vehicle safety with its strength, lightness and rigidity. The hydroformed side members give exceptional side impact protection and buckle points control the vehicle’s collapse in an accident, as it crumples, taking energy away from the occupants.



In the event of a crash, an automatic protection sequence takes place. This includes instant shut-down of the engine and fuel system, and operation of the hazard warning system. All the interior lights are activated and all doors are automatically unlocked. Central locking features and a security system maintain the security of the vehicle. Key safety and security features include:

#Rigid steel safety-cage construction
#Command driving position for optimal visibility
#Frontal structure designed to minimize the effect of a collision with a smaller vehicle
#Static glass is bonded for additional structural rigidity
#Latest generation Bosch four channel-terrain anti-lock braking system (ABS)
#Four-piston Brembo® front brakes in supercharged model
#Electronically set parking brake using drum incorporated into rear rotor
#Electronic brake assist (EBA) for extra boost in an emergency stop
#Active roll mitigation (ARM) predicts unbalanced weight and stabilizes vehicle
#Dynamic stability control (DSC) to maintain directional control
#Hill descent control (HDC) for slow, sure movement down steep inclines
#Terrain Response™ matches vehicle dynamic systems to terrain
#Four-wheel electronic traction control (4ETC)
#Electronic brake force distribution (EBFD)
#Six airbags - Side impact protection from seat-mounted thorax airbags for the front seat and #side curtain airbags running the length of the passenger compartment
#Automatic protection sequence takes place in the event of a crash
#Shutdown of engine and fuel system
#Activates hazard warning system and all interior lights
#Doors automatically unlock
#Mid-mounted fuel tank with anti-burst construction
#LATCH (Lower Anchor and Tether for Children) system for child seat attachment
#Bi-Xenon and available adaptive front lighting that swivels headlights to track vehicle direction
#Front and rear fog lamps
#Vehicle security system with engine immobilization feature
#Keyless entry. Central locking of all doors
#Child locks for rear doors
#Deep-tinted glass

AUDIO & NAVIGATION EQUIPMENT

A comprehensive in-car entertainment and information system with harman/kardon® LOGIC7™ technology is standard in all models. The system uses 13 speakers and is powered by a 12-channel digitally controlled amplifier. Each channel produces 50 watts to create a ‘surround-sound’ effect within the vehicle. Satellite DVD-based navigation includes the latest-generation of off-road navigation. The screen also displays information from the Terrain Response™ system. Key audio and navigation features include:

#Premium 550-watt harman/kardon® LOGIC7™ digital surround-sound AM/FM-stereo audio system with six-disc in-dash CD changer and 13 speakers
#Auxiliary audio inputs
#Steering wheel-mounted audio controls for volume, station and track selection
#Available satellite digital audio receiver system (SDARS) offering SIRIUS satellite radio
#DVD-based GPS navigation with off-road interface, and coordinate settings
#Voice recognition for navigation and audio controls
#Touch screen 7-inch LCD dash mounted screen
#The screen also has a 4x4 interface showing the settings of the Terrain Response? system #including gear, range and front wheel position
#Available DVD-based Rear Seat Entertainment package with two integrated front headrest displays, six-disc DVD changer, touchscreen interface and remote control

COMFORT & CONVENIENCEA

comfortable interior with a ‘driver-biased’ sports cockpit, the Range Rover Sport offers spacious seating for five people and incorporates premium materials throughout. Key comfort and convenience features include:

#Reclining, ergonomically designed, eight-way power-adjustable front bucket driver seats
#Dual-zone automatic, independent climate control system with CFC-free air conditioning
#Seats have high bolsters for lateral support and maximum grip
#Two-level cushion heating in front and rear seating
#Elemental center console ensuring proximity of controls to driver
#Front and rear park distance control
#Sunroof
#Available personal telephone integration system featuring Bluetooth? technology
#Power windows with back-lit controls
#Rear-window wiper and washer
#Power-adjustable, heated exterior mirrors
#Available adaptive cruise control on supercharged models with forward alert
#Programmable key fob, giving remote control over functions such as air suspension


PRICING

The manufacturer’s suggested retail price for the HSE model is $56,750. The supercharged model retails for $69,750. Prices include a $665 destination and delivery charge.

WARRANTY & SERVICE All

2006 model year Land Rovers come with a new-vehicle limited warranty. Key warranty features include:

#Four-year/50,000-mile new-vehicle limited warranty with complimentary scheduled maintenance during warranty coverage on all 2006 model year Land Rovers
#Six-year/unlimited-mileage corrosion perforation limited warranty
Land Rover Roadside Assistance provided for the duration of the new-vehicle limited warranty
source : media.ford.com

From saving gas to lowering the cost of routine maintenance, a few simple habits keep costs in check.

For most Americans, driving is a necessity of life. But as budgets tighten and fuel prices fluctuate, many people are looking for ways to trim the price of driving. When buying a car, opting for a used vehicle can cut the cost of ownership from the very first day. The price is normally thousands less than for the same car new. In addition, a lower price means less sales tax, less money to finance the purchase, and a lower premium on any collision and comprehensive insurance.

To get the best fuel economy, choosing a four-cylinder engine rather than a V6, or a V6 rather than a V8, is usually the way to go. Likewise, small, light cars tend to be more miserly with fuel than are larger vehicles. To compare specific models, go to the Environmental Protection Agencys web site at www.fueleconomy.gov. Once youve bought a vehicle, you can still go farther for less money if you follow a few common-sense practices. To aid your efforts, keep a notebook in the car, and for a few months write down everything you spend on driving--fuel, maintenance, tolls, and parking. Knowing where the money goes is the best guide to finding significant places to save. Here are some other tips.



NO LOITERING

Think of it this way: while idling, your car is getting zero miles per gallon (mpg). Dont let the engine run at idle for any longer than necessary. After starting the car in the morning, begin driving right away; dont let it sit and "warm up" for several minutes. An engine actually warms up faster while driving. With most gasoline engines, its more efficient to turn off the engine rather than idle for 30 seconds or longer. Think about going into a fast-food restaurant rather than waiting in a long line for the drive-through window.

EASY DOES IT

Driving smoothly and steadily makes the best use of your fuel. If you can, avoid hard acceleration or braking. When you move out from a standstill, bring the car up to speed briskly but not abruptly. You want to get up to cruising speed without straining, and then stay there. Once up to speed, maintain a steady pace in top gear. Varying your speed a lot wastes fuel. According to the EPA, the most fuel-efficient speeds are between about 25 and 60 mph. Smooth acceleration, cornering, and braking not only save fuel, but extend the life of the engine, transmission, and brakes.

DONT BE A DRAG

At highway speeds, over 50 percent of engine power goes to overcoming aerodynamic drag. Try not to add to the drag by carrying things on top of your vehicle. A loaded roof rack can decrease a cars fuel economy by 5 percent. Even driving with empty ski racks wastes gas. In addition, if you have air conditioning, dont ride with your windows open on the highway; this also disturbs the outside airflow and creates extra drag.

STAY WARM

An engine runs most inefficiently when its cold. It not only uses more fuel during this period, but also creates the dirtiest emissions and suffers the most wear. Avoid lots of short, separate trips--and unnecessary cold starts--by combining as many errands as possible into one trip.

GETTING REGULAR

If your car specifies regular fuel, dont buy premium in the mistaken belief that your engine will run better. Using premium fuel in those circumstances is like buying bigger sneakers in the hope theyll help you run faster. Most cars are designed to run just fine on regular gasoline. Furthermore, many cars that recommend premium fuel also run well on regular. You can check with your dealership as to whether your engine is designed to handle either grade. If so, try a tankful or two of regular. If you see no difference in mileage or engine performance, stick with it.

BUY BARGIN FUEL AND OIL

Off-brand gasoline is most often identical to what is sold at franchised gas stations. Shop for the cheapest. Likewise, look for promotional sales at quick-lube shops. Just make sure the shop uses the correct service-grade and viscosity oil for your car. Following your cars recommended oil-change intervals is sufficient, which for most cars driven under normal conditions is 7,500 miles. While oil companies and lube shops may recommend changing oil every 3,000 miles, this can be an unnecessary expense. You can change the oil yourself-typically for $10 or so for oil and a filter. But since a commercial oil change routinely costs $20 or so, you have to weigh whether the savings is worth the time and effort, plus the hassle of safely disposing of your used oil.

STAY TUNED

The EPA mileage thats posted on new-car window stickers is based on a well-tuned and properly maintained vehicle. Running a car in subpar condition can lower that figure dramatically. A poorly tuned engine can cut gas mileage by 10 to 20 percent. Modern electronically controlled engines dont need the frequent and extensive tune-ups of older cars, but they still need regular maintenance and suffer component failures. A clogged air filter alone can cause up to a 10 percent increase in fuel consumption. Be sure to follow the maintenance schedule in your owners manual, and act promptly if you sense any unusual sounds, smells, or vibration. . Dealership service departments tend to have the most up-to-date tools, equipment, and experience with your car, so theyre the places to go if the problem is a real puzzle. But any good mechanic can perform routine service and repair, and independent shops or service stations are often cheaper than using the service department at a dealership.

ROUTINE ISNT ALWAYS THE SAME

Before you have routine maintenance performed on your vehicle, call around for the best price. Even different dealerships of the same brand can charge varying amounts for the same service interval. Routine maintenance can also be done by independent shops, which are generally less expensive than dealerships. Just keep good records in case you later have a warranty claim. Check in your owners manual to make sure that the price includes all necessary service, but doesnt add in unnecessary extras. If youre handy, you can also do simple maintenance yourself; just keep all receipts as proof of what parts or fluids were used and when.

WATCH THE TIRES

Keep your tires properly inflated. Underinflated tires require more energy to roll, which not only wastes fuel but wears the tires faster. According to the EPA, one tire thats underinflated by only two psi will result in a 1 percent increase in fuel consumption. Underinflated tires can also build up excess heat, which can lead to tire failure. Check tire pressures monthly when the tires are cold. The recommended tire pressures are found on a label inside the car--usually in a doorjamb or inside the glove-box lid.

SHOP FOR INSURANCE

Some insurers charge twice as much as others for the same customer and car. Using the Internet or the Yellow Pages, shop around for the best insurance-rate quotes you can find. You should carry ample liability insurance, but you dont need to splurge much on collision and comprehensive if your car is getting on in years. Once collision and comprehensive premiums reach 10 percent of the cars book value, consider dropping them. Also raise your deductibles to the highest limit you are comfortable with: say $500 or $1,000. Recheck the insurance market for competitive rates every year or two.

GPS Navigation Systems are a lot like DVRs (better known as TiVo). People who dont own them fail to understand why theyre such a big deal, and those who have them cant live without them.

Todays automobiles come with a variety of extras, from passenger side air bags to the ubiquitous car alarms. Entertainment options range from high-end speakers and CD players to multiple DVD players. The GPS navigation system, however, forms the bridge between safety and entertainment features. While theyre definitely entertaining, they can also become a must-have safety net in your travels.



GPS (Global Positioning Satellite) navigation systems can replace all the maps in your glove compartment and ensure that you arrive at your destination on time. GPS navigation systems are equipped with mapping software and can give you driving directions, show you alternate routes if youre stuck in a traffic jam, and can help you negotiate a new city. While youre on the road, a GPS navigation system can also guide you to the nearest gas stations, restaurants, and other points of interest.

Some GPS navigation systems are built right into a vehicle, while others are handheld devices that mount on your dashboard. Although GPS navigation systems are used by everyone from rescue workers to hikers, if youre using one for driving, its helpful to select one that has voice navigation features. The GPS navigation system will tell you when youre approaching a point where you need to, for example, turn, and then tell you to make your turn. This allows you to keep your eyes on the road, where they belong.

There are many accessories available for GPS navigation systems. You can, for example, buy software, GPS holders to mount your system to your dashboard or windshield, memory cards, cigarette lighter adapters, antennas, and Bluetooth.

When buying a GPS navigation system, you should consider such factors as screen size and whether you need a color or monochrome system. Color systems, for example, usually provide greater detail and better readability, but also use more power. GPS is sometimes included in handheld computers (PDAs), so if youre in the market for a PDA, you may consider buying one that includes GPS.

Another factor to consider is the memory capacity of your GPS system. If youd like more than the basic mapping software, you may want to consider buying a system that has additional memory capacity, such as space for a removable CompactFlash card. Its a good investment to buy a navigation system that has voice prompts, so you wont have to look at the screen while youre driving.

On sale Summer 2006
From £14,500 (est)

Chevrolet has released more pictures of their new European market SUV, the Captiva, following the teaser photo released last month. It is a key model in their market expansion: already sales for Chevrolet in 2005 were up 26% on 2004, accounting for an eighth of the brands global sales, and the launch of the Captiva marks their capitalisation on this foothold, being the first non-rebadged Daewoo.

Viewed in isolation, the Captiva looks to be about the size of a Toyota RAV4 or a Suzuki Grand Vitara but the tale of the tape shows that its a much heftier piece of metalwork. For a start, the S3X show car is fully 4,639mm long, compared with the 4,415 of the Toyota and the 4,470mm of the Suzuki. Even if we play Chevrolets game and compare it to the leading seven-seat mini-MPV, the Vauxhall Zafira, we find Lutons finest breaking the tape at just 4,467mm. Thats why the Chevy has room for three rows of seats - and thus, seven passengers - thanks to its long wheelbase of around 2.



Value-packed 4x4 to rival Kia and Hyundai

This Captiva is the first diesel-powered Chevrolet off-roader in Europe and will be available with an all-new 2.0-litre 150 bhp engine. Buyers have the choice between five or seven seat variants as well as front-wheel drive and an active-on-demand four-wheel-drive system, which gives added traction through all four wheels. Captiva will be Chevrolet’s first European model to offer an electronic stability program, which is said to enhance driver control and safety.

Automatic transmission will be available with the diesel engine, delivering 32.8mpg on the combined cycle. This is the first application of a family of diesel powertrains that will become available in other Chevrolet products this year.



The new photographs now show more than just the DRG, the three-quarter shots exposing softly sculpted flanks, these sitting below bodyside creases that curl into the side vents. Another popular feature being used here is shoulder-mounted door mirrors, an arrangement which are claimed by Lexus to reduce wind noise. Interior details are yet to be announced.

FACTS AT A GLANCE

CAR: Chevrolet Captiva range
PRICES: £16,000-£20,000 [est] - on the road
INSURANCE GROUP: 11 [est]
CO2 EMISSIONS: 190g/km [est]
PERFORMANCE: Max Speed 110mph / 0-60mph 12s [est]
FUEL CONSUMPTION: [2.0 diesel] (combined) 32.8mpg
STANDARD SAFETY FEATURES: Twin front and side airbags,
ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Height mm 4639/1848/1722mm

Set to be unveiled at the Geneva Motor Show next month, the Captiva will be in showrooms in June.

LandCruiser heads into the 06 model-year with new cosmetics and revised specs

Blink and youd miss it. This is the new 2006 model-year LandCruiser, with new lights, grille and other small changes which will see the 100 through to its clean-sheet replacement, due here in 2007/2008.

All 2006 Cruiser models get the new twin-pocket headlights, LED taillights and new grill but the big news, such as it is, concerns the upgraded specification for Sahara models.



Sahara now comes standard with features previously exclusive to the Lexus LX470, such as Variable Gear Ratio Steering, Active Height Control, Electronic Modulated Suspension, new audio system (which has a touch screen and can now play MP3 and WMA tracks) and Optitron instruments.

The Satnav in Sahara also has a new breadcrumb feature, which allows you to program the Satnav to trace back your journey if you become lost. Toyota says that while the new Sahara costs $2600 more it represents $4300 actual value.



It isnt leaving much for Lexus to justify the extra $30K-plus ask for LX470 though: a fancy sound system, bi-xenon lights and a darker shade of window tint isnt a great deal to crow about, given that the guts of its features list added to Sahara is only valued at $4300.

The GXL has a new drivers seat with manual height-adjustment. Standard wagon remains the same as before except for the external changes featured on other grades. GXL goes up by a few hundred dollars and the Standard wagon remains the same price.

It has been a while since Ive driven a LandCruiser 100 turbo-diesel and the upgrade was a reminder of how well this engine can hustle 2.7-tonnes of Toyota wagon. It works well off-road, too, although there are better diesels off idle. No matter: enjoy the massive rear-wheel articulation and, on Sahara at least, the traction control for when wheels finally do leave the deck.


The spare wheel location, under the rear is, as ever, not ideal for good departure angles. That said, the Cruiser really rides over the rough stuff well and can be a reasonable point-to-point tourer, although it does get a bit roly-poly in the twisties.

The 2006 LandCruiser continues to be a very capable vehicle and, while nearly $100k seems like a lot of money, the Sahara model especially is actually great value.
Article written by: CarPoint

This car is a dream to drive. It handles near perfect through winding roads and its acceleration though not head jerking is surprisingly snappy. This car pulls strongly through every gear making the RX-8 a swift and very nimble. The 6 speed transmission is tight and has a short throw through all gears.

The sound of the Rotory engine as it spins up through the powerbands is almost hypnotic.

The Two seats in back are truly functional and are easy to both access and exit the vehicle making the RX-8 more than just a weekend warrior but a true four seater that can used to shuttle Four adults in comfort around town, or to take the family on a weekend trip, Two full size child car seats can be strapped in the rear seats using the ISO hooks provided. Pricey at the pump if using 91 octange but when a vehicle drives and handles like this one who really cares? Not many vehicles in its weight class or power to weight ratio can compare with the RX-8, closest competaters are the Nissian 350Z and the Honda 2000s not bad company to be in.

New for the 2006 Mazda RX-8
Automatic transmission-equipped Mazda RX-8s are a bit sportier for 2006. A new paddle-shift six-speed automatic replaces last years four-speed transmission, and the rotary engines maximum horsepower has been increased for cars equipped with the automatic.

Interior Design and Special Features

The RX-8s rear-hinged rear doors allow unobstructed access to the rear seats, giving this sports car the ability to comfortably carry four adults thanks to well-shaped seats and a roofline that allows ample headroom in back. The interior design carries a circular theme, with three round gauges and a circular central dash pod that houses the stereo and climate control functions, while "piano black" accents lend a touch of class to the cockpit. Unfortunately, an overly busy display for the audio system and climate control makes "at a glance" reading a challenge.

Safety

Side airbags and side curtain airbags for the driver and front passenger come standard, as do four-wheel antilock disc brakes. Stability control is optional. In NHTSA crash testing, the Mazda RX-8 earned a four-star rating (out of a possible five) for driver protection in frontal impacts and five stars for the front passenger. The Mazda received four stars across the board for side-impact protection. Additionally, the RX-8 is the only passenger car currently sold in the U.S. to earn a perfect five-star rollover rating from the NHTSA.

Powertrains and Performance

Both versions of the Mazda RX-8 are motivated by a 1.3-liter rotary engine that sends power to the rear wheels. When connected to the six-speed, paddle-shift automatic transmission, the engine is tuned to produce 212 horsepower. Manual-transmission versions get a 232-hp version of this power plant. Coupled with the vehicles light weight, the RX-8 delivers exhilarating performance along with ultra-smooth power delivery. Weve recorded zero to 60 mph in 7.0 seconds and a quarter-mile performance of 15.4 seconds with the six-speed manual.

Driving Impressions

The Mazda RX-8 handles like a true sports car, with great balance and precise turn-in. The suspension is soft enough for daily comfortable use and not as stiff as that of the Nissan 350Z, which corners like a race car but pays the price with a stiffer ride.

The Dynamic Stability Control works effectively yet allows the driver to work the tires without intruding. The RX-8 wasnt completely forgiving when driven hard on an autocross circuit. We found with too much throttle the RX-8 would understeer (the front tires plow and the car keeps going straight instead of turning). When we pushed it still farther, driving like hacks, the DSC would kick in to limit the understeer. What we learned is that the DSC is programmed to tolerate small errors but saves you from the big ones. In other words, it will let you get away with two feet of understeer in a curve, but not six feet.

And when DSC does take over, it uses the brakes, by braking one or more wheels needed to correct the imbalance. The electronic stability control systems in other cars correct skidding by cutting the throttle, which skilled drivers find intrusive. The RX-8s DSC will eventually cut the throttle too, but not so early that it frustrates you.

When we switched the DSC off, we discovered two things that together seem paradoxical: how good the DSC is (because we could barely feel it when it was on), and how superb the balance of the RX-8 is, because we could feel it in its natural state.

A brief word about that 50-50 balance, and where it comes from. The rotary engine, which is extremely smooth and simple, has been developed by Mazda for 40 years now. The RX-8 features the latest and by far the best rotary engine design, which Mazda calls Renesis (a shortened form of Rotary Engine Genesis). The engine is about 30 percent smaller than a typical inline four-cylinder, and its compact dimensions allow it to be mounted in a low and rearward position that results in that perfect balance. It also keeps the four-seat RX-8s center of gravity low and the curb weight down to just 3029 pounds, nearly 200 pounds less than the lightest version of the two-seat, 3213-pound Nissan 350Z.

Out on the open road the RX-8 feels even better. It hugs the road progressively, meaning the deeper it gets into a turn the harder it grips, which is wonderfully confidence inspiring.
The engine offers a sweet unique sound under acceleration and is very refined now, with little of the rotary rasp that early RX-7s were known for. The rotarys design features six power pulses per turn of the shaft compared with just three for a V6, resulting in an exhaust note thats almost hypnotic on a rhythmic road, and chainsaw-like under full steam. It revs extremely quickly, but lacks the mid-range grunt of a V6. Downshifts for quick acceleration are definitely necessary. The RX-8 can accelerate from 0 to 60 mph is less than 6 seconds, according to Car and Driver magazine, making it nearly as quick as a Nissan 350Z.

Downshifting is redefined by the rotary engine, especially when paired with the brilliant close-ratio six-speed gearbox. You can drop the RX-8 into second gear at a speed that would cause almost every other car on the planet to scream, if not explode. This baby revs.

When the automatic is equipped with the sport suspension and 18-inch wheels (standard on the manual RX-8), the brake rotors measure a massive 12.7 inches in front and 11.9 inches in rear, with increased ventilation ribs for more resistance to fade. The fact that the RX-8 is so light, thanks not only to the rotary engine but also to thoughtful design with aluminum in the hood and rear doors, reduces the stopping distance to an impressive number, with performance comparable to that of the 350Z.

Body Styles, Trim Levels and Options

The Mazda RX-8 comes as a four-seat hardtop with, essentially, four doors. The front doors are full-size, while two smaller rear doors ease access to the rear passenger compartment. The RX-8 line comprises an automatic-transmission model with a new six-speed gearbox, and a manual transmission version that also has six cogs. The automatic RX-8 comes standard with air conditioning, 16-inch wheels and power windows, locks and mirrors. The six-speed manual model adds a limited-slip differential, a sport-tuned suspension and 18-inch wheels and tires.

There are four option packages available. On six-speed models, the Sport package adds xenon headlights, stability and traction control and foglights, while automatic-equipped versions also get a limited-slip differential, larger brakes, a retuned suspension and 18-inch wheels. The Touring package provides a sunroof, Bose audio system, Homelink and auto-dimming mirrors. The Grand Touring package adds all of the above equipment, along with a six-way power-adjustable driver seat, heated seats, leather upholstery and heated side mirrors. The Shinka (Japanese for "Evolution") package adds both sporty and luxury features via a more aggressively tuned suspension, leather/Alcantara seating, Sirius satellite radio, upgraded interior trim and unique 18-inch alloys. Stand-alone options include a navigation system and an in-dash six-disc CD changer.

Rotary history

No other automaker offers a mass-produced passenger vehicle with a rotary engine.
The rotary internal combustion engine is firmly entrenched in Mazda history. A four-rotor engine helped Mazda become the first Japanese carmaker to win an overall victory in 1991 in the famous 24 Hours of Le Mans.

Rotary engines work by handling intake, compression, combustion and exhaust, one after another, via a turning, triangular-shaped rotor in a cocoon-like combustion chamber.
Rotaries are compact power plants, known to be smooth and high-revving, which was consistent with the RX-8 tester with manual transmission, whose redline was at 9000 rpm.

Torque isnt necessarily the best. The manual RX-8 with 1.3-liter twin-rotor naturally aspirated rotary that I drove was rated at 159 lb-ft of torque at 5500 rpm. This moves the RX-8 from 0 to 60 miles an hour in an estimated 6.4 seconds, not exactly a top number among sports cars.
In comparison, a 2003 Mazdaspeed Protege with a turbocharged four cylinder could put out 160 lb-ft of torque at a low, 3500 rpm.

Pros: Great acceleration, handling, braking. Very high tech car. Room for 4 adults. Plenty of trunk space.

Cons: nothing @ all. fuel economy 15/18 what do u expect in a sports car. who cares!!!! built for speed

Lexus sporty rear drive GS, introduced in 1999, has been totally re-thought for 2006. Far better looking now, the new GS also now has all the performance hardware it needs to run with the big German dogs. The 2006 GS 430 with a muscular 4.3L V-8 under its comely hood showcases Lexus impressive engineering and build prowess. A no-less-impressive GS 300 with a new direct injection V-6 and AWD is also available. MSRP: $51,125; Warranty: 4/50,000.




First Glance

Lexus chose to introduce the 2006 GS at the plush Aerie Resort, Conde-Nasts 2002 resort of the year located near Nanaimo, British Columbia. With unusual (for February) sunny, spring-like weather, the Aerie offered an ideal setting to experience these luxurious and very sporty sedans. We had an opportunity to drive the V-6 powered GS 300 in rear- and all-wheel-drive forms, as well as the rear-drive V-8 powered GS 430. The GS shows off the new corporate design philosophy, which Lexus calls "L-Finesse". Future Lexus passenger car models will embody L-Finesse design elements. Shigetoshi Miyoshi (chief engineer for both the GS and the SC430 coupe) told us L-Finesse suggests "performance, refinement and luxury". It also signals the giant Japanese carmakers determination to be a major player in the global sports luxury car market. Although recognizable as the progenitor of the original GS, the in-house designed 2006 is (by consensus of those journalists at the Aerie) far better looking than Giugiaros original 1999 design. While it is actually a bit larger than the original GS, the new 2006 version looks much more buff.

In the Drivers Seat

The GS experience begins as you approach the drivers door with the ignition key in your pocket. Youre immediately recognized by the cars electronic brain and authorized to enter. A light under the side view mirror illumines the ground under your feet. Touch the door and the latch pops up; as you open the door a light under the dash illumines the drivers side floor. And as you close the door, the ignition button lights up.




With your foot on the brake and with the key still in your pocket, you touch the ignition button once and the 4.3L V-8 comes to life. A subtle rumble from the twin exhausts is felt rather than heard. The whole experience is just so... so... well, lets just say I could get used to it very easily. The base sound system will just knock your socks off; I think the optional Mark Levinson installation is overkill.

So save your money. Standard ten-way power driver and passenger seats allow anyone of any proportion to get comfy. The large truck holds a lot of stuff and theres also pass-through to the rear seats for extra long cargo. The rear seats have ample legroom but the cushions are set too low to allow back-seat passengers a good view of the passing scenery. Entry to the rear seats is a bit tight as well.

On the RoadAnticipating extra vigilance on the part of the island constabulary, Lexus wisely secured an unused taxiway at Nanaimos municipal airport to showcase the GS dynamic abilities. Im glad they did; I was able to push the GS well beyond what prudence would dictate and it allowed us to do so without fear of running into any of the local wildlife (not to mention cars or, in this case, parked airplanes... try explaining that one to the insurance adjuster).

The most obvious advantage the GS 430 has over its direct competitors is its advanced stability control system (VDIM - Vehicle Dynamics Integrated Management). VDIM takes Lexus already excellent VSE automatic stability control system, which uses individual wheel brakes and the throttle to control fishtailing, to another level. By integrating steering control along with brakes and throttle, VDIM makes VSE feel almost primitive by comparison. It allows the driver to maintain complete control under the most extreme conditions. The net effect was to make me look like a far better driver than I actually am. I was able to snake through a greasy slalom course at speeds that caused the VDIM-less GS 300 AWD, which we were using for comparison, to stumble.


Journeys End

Potential buyers of the GS 430 will need deep pockets. Target market is the 40-something with a household income north of $150K -- no doubt the same people who, unlike me, can actually afford to stay at the Aerie Resort. But this is where the going gets tough for Lexus: This is exactly the same buyer that the German luxury car companies have drawn a bead on.



So why would this unnamed high roller buy a GS 430 instead of a BMW 545i, Mercedes E500 or Audi A6 4.2? The GS will be far less common in fancy-restaurant parking lots, at least for a while. Another unique point is VDIM, which represents a revolution in electronically-assisted active safety and performance handling. According to GS chief engineer Miyoshi-san, VDIM also has another more subtle purpose: It is intended to help establish Autobahn credibility for the entire GS line. Which it should do because the GS 430 is also a very, very fast automobile. Lexus promises zero to 60 mph times in the 5.7 second range, though top speed will likely be limited to 155 mph as per the gentlemans agreement among the German car companies. When in Rome... or in this case, when in Stuttgart.

Lincoln has hit a homerun with this car. Its all you would expect in a well done entry level luxury car. Iam really impressed with the styling and how there is a hint of Lexus in the taillights and a hint of BMW in the headlights. Hats off to the guys at Lincoln !!I, unlike some people, have actually driven the car and can say Iam very impressed with the cars performance and ride.


There is no doubt that this will be my next car and I will gladly take one over those silly looking Cadilacs !!

The Zephyr is both fun and comfortable to drive. The fit and finish are excellent, most interior materials are first rate. The THX certified sound system is a must have!

News

Zephyr gets a new name for 2007: MKZ, which Lincoln hopes you pronounce "Mark Z." Marketers want to emphasize the Lincoln brand over individual model names, which why "MK" titles will be spreading across the entire lineup. More significant is a new 3.5-liter V6 with around 250 hp to replace Zephyrs 3.0 unit. Optional all-wheel drive is also expected for the MKZ, perhaps during model-year 07, certainly by 08.

New for 2006

The all-new 2006 Lincoln Zephyr is powered by a 221-horsepower Duratec 30 3.0-liter V6 with electronic throttle control, mated to an electronically-controlled 6-speed automatic transmission that work together for seamless shifts. The 2006 Lincoln Zephyr is designed for comfort and offers more than three feet of legroom for rear-seat passengers. The instrument panel features a horizontal band of contrasting trim in aluminum, aluminum with a dark finish, dark Ebony wood or light Maple, and features white electro-luminescent gauges with white interior lighting which uses white LEDs to backlight controls and switches.

Interior Design and Special Features

The Zephyrs upscale interior offers an effective blend of premium materials and traditional design elements. The look is clearly Lincoln, which should satisfy those with traditional tastes. Satin aluminum-color trim is standard, along with a choice of either dark ebony or light maple wood accents. A DVD-based navigation system is available, along with a THX II-certified audio system with 14 speakers. Base and optional audio systems are MP3-capable, and the split-folding rear seat, along with a 15.8-cubic-foot trunk, adds to the Zephyrs utility. Most buyers will find the Lincoln Zephyr suitably roomy with ample head-, shoulder and legroom for adults to ride comfortably in the front or back.

Safety Features

Standard safety features include front-seat side airbags and head-protecting side-curtain airbags.

The heavy hood must be held open with an old-fashioned prop rod, instead of modern hydraulic struts, if owners want to, say, add engine oil. Fluid filler areas can be reached fairly easily and are located around a large plastic engine cover.

There are relatively few options. They include a new $2,495 DVD navigation system, $1,200 power sunroof, $495 premium perforated leather/cooled front seats, $995 THX premium sound system and powerful $495 Xenon headlights. Chrome alloy wheels are $895.

The Fusion and Milan are nicely tailored for their markets, and the same can be said for the upscale Zephyr.

Powertrains and Performance

The front-wheel-drive Lincoln Zephyr comes with a 221-hp, 3.0-liter V6 mated to a standard six-speed automatic transmission. This transmission shifts well enough, but we wish it had a true manual-shift mode instead of just two forward-gear gates ("D" and "L").

Body Styles, Trim Levels and Options

The midsize Lincoln Zephyr sedan comes in one basic trim level. Standard features include 17-inch alloy wheels, dual-zone automatic climate control, leather seating, wood trim, an MP3-compatible six-speaker audio system with an in-dash CD changer, 10-way power-adjustable front seats with driver memory, a split-folding rear seat, an analog clock, cruise control, full power accessories and keyless entry. Options on the Lincoln car include a DVD-based navigation system, power moonroof, HID headlamps and ventilated seats. A unique THX-II audio system is also available that features a 600-watt amplifier driving 14 speakers.

Driving Impressions

On the road, the Lincoln Zephyr behaves very much as a Lincoln should. A fully independent suspension accentuates ride quality over handling, resulting in road imperfections being seen but not felt. Interior noise levels are no louder than a whisper even at highway speeds. The velvety ride quality is on par with that of the Lexus ES 330.

Power from the standard 220-hp 3.0-liter V6 should be good enough for most drivers, although it remains between 35 to 50 horsepower shy of the Acura TL, Infiniti G35 and Cadillac CTS 3.6. The 3.0-liter engine, which Ford calls the Duratec V6, could be smoother and quieter under strong acceleration. Zephyr is only available with front-wheel-drive, and as such is the only Lincoln that does not have rear- or all-wheel drive.

The standard six-speed automatic delivers smooth, unnoticeable shifts. However, the transmission does not offer a manual shift mode, as do most of the other offerings in the near-luxury segment, not to mention the Mazda6 on which its based.

The powertrain delivers decent fuel efficiency, however, thanks in no small part to the six-speed automatics tall top gear. The Zephyrs claimed 20 mpg in the city and 28 on the highway compares favorably within its competitive set, especially to its more powerful competition.
Handling, however, suffers as a result of Zephyrs emphasis on ironing out all the bumps. In terms of sportiness, the front-wheel-drive Zephyr simply cannot compete with the rear-wheel-drive Cadillac CTS or the rear-wheel-drive BMW 3 Series or the all-wheel-drive Audi A4. The Zephyrs ride and handling mix is more comparable to that of the Buick LaCrosse, Toyota Avalon, and Lexus ES 330. Specifically, the springs are quite soft, allowing for considerable body roll (lean) in turns. The engine-speed-sensitive, variable-assist power steering tends to be a bit overboosted at most speeds. The turning circle is unimpressive at 40.0 feet, making parking lot maneuvers particularly cumbersome.

The Zephyr comes with four-wheel disc brakes with ABS and electronic brake-force distribution. During our test, they proved to be decent, if not world class. The pedal was relatively uncommunicative and stops were accompanied by considerable brake dive.
Traction control is offered, but stability control is not. This is surprising, since most everything in this class (as well as many that cost far less) come with this safety feature. Also notably absent from the options list is a reverse sensing system.

Large Trunk

The trunk is large, but has a rather high opening. Curiously, it has no interior pull-down feature to prevent hands from getting dirty on the outside of it.

The 60/40 split rear seatbacks have trunk releases to prevent thieves from gaining entry to the trunk from the back seat. The seatbacks flip forward to enlarge the cargo area, but dont sit entirely flat when folded forward.

The Zephyr is well equipped, with all sorts of power features and such items as cruise control, remote keyless entry, an AM/FM radio with in-dash 6-disc CD/MP3 changer, a classy analog dashboard clock and heated power outside mirrors.

MSRP Price $28,995
Invoice Price $26,711

Favorite Features

Body style and tail lights and of course the cooled seats.

Overall Review

The car is a winner. Price? Very reasonable. Great styling. And the better gas mileage will be a big plus. Lots of fun toys.

Having introduced the long-awaited V8 Vantage at this years Geneva Motor Show, Aston Martins latest The long awaited Aston Martin V8 Vantage is finally here, making its first appearance at this years Geneva Motor Show. (Photo: Aston Martin) work will join its elegant siblings, the beautiful DB9 2+2 and the refined Vanquish S supercar in 2006.

The design, spawned from the AM V8 Concept shown at the 2003 North American International Auto Show which debuted Astons new Henrik Fisker penned styling direction, is positioned as a high-performance sports car with intentions of competing with and overthrowing legendary performance machines such as the Porsche 911, Mercedes-Benz SL, Maserati 4200 GT and the next-generation BMW M3; the latter car to a lesser extent.




In the early morning light outside Aston Martins marble-faced factory in Warwickshire, central England, the V8 Vantage is a vision to savor. Its squat stance comes from using the high-tech glued-aluminum skeleton frame of the DB9, Astons 2+2, but with a wheelbase shortened to 102.4 inches, and reduced overhangs. Unlike the DB9, its a hatchback. The body is all-new, but if you see it alone you could just about mistake it for a DB9. The easiest recognition point is the sharp crease that extends back from the front fender vent. But see one alongside a DB9, and its a whole lot broodier, more purposeful, more muscular. Its shorter engine allows a stubbier nose; its absence of rear seats emphasizes the flare of the rear fenders. Confusing it for a DB9 is a mistake youll make only once.

Though much of the structure, chassis, and dash is shared with the DB9, the mechanical differences are telling. In place of the DB9s V-12 is a new V-8. At 4.3 liters, its a compact engine, and so its been mounted a long way back in the frame, entirely behind the centerline of the front wheels. Its dry-sumped, too, so the crank can be set close to the ground. That sort of weight distribution is great news for handling. To balance up the masses, the six-speed manual transmission is set ahead of the rear axle, joined to the engine by a carbon-fiber propshaft. Suspension is aluminum and all-wishbone; tires are 235/40 front and 275/35 rear on 19-inch rims. Thats a whole lot of tire for a 3461-pound two-seater. This is unambiguously a sports car, not a GT.

Eyes full of its shape, mind full of its specs, heart full of longing for it to live up to it all, I open the upward-swinging door and settle down. A turn of the key lights the transparent instrument calibrations cold blue like backlit ice. The starter button is cool to the touch--its actual glass, emblematic of the level of authenticity throughout this cabin. Most surfaces are swathed in genuine hand-stitched leather; the pillars and headlining are suede ("like being trapped inside a purse," says my wife), while everything that looks metallic is. That includes the dial faces, which have a sensational, jeweled appearance. And if youre wondering how easy it is to read glass needles on metal, the answer is not very. But so far Im still in the mood to forgive, to accept the give and take of a relationship with a beauty. Hey, Ill just train my eyes.



Excellent seats are deep-bolstered on either side of your thighs and lower back to clamp you in hard cornering, but also sensitively padded and 10-way power adjustable for long-haul comfort. The steering wheel and pedals are well placed, although a narrow footwell--a consequence of the engine rammed so far back toward you--limits room for heel-toe gearshifts. And the center stack looks so much better than it actually works. Splendid, big alloy climate knobs are just fine, but the phone/stereo system has too many oversmall buttons, awkwardly placed. What buffoonery led Aston to conclude that grouping the phone dial buttons in rows of two instead of the usual three would make it easier in a moving car? And the menu logic is just as perverse. Never mind, were here to drive.

On the highway, the Vantage sends all the right signals of urgency, even without gunning the engine. That V-8 remains docile but willing up to middle crank speeds, serving no more torque than youd expect for its size, but a gratifying quick-wittedness. But above 4000 rpm, Aston turns to Astonishing. Something awakens in the exhausts, and its a gorgeously naughty something: a deep, bellowing, hard-edged beat that signals the start of the proper end of the performance envelope. The rev needle travels counter-clockwise, hitting vertical at 7000, and a shift light pops on shortly after, at the 7300-rpm power peak. So its no simple sport getting the best from this engine--gearchanges have to be timed to a hairsbreadth.

As with other Astons, the V8 Vantage is multi-national; its engine is built in Cologne, Germany alongside the V12s used in the DB9 and Vanquish S, while the rest of the vehicle is assembled in Gaydon, England.



Deliveries in Europe of this new, breathtaking machine will begin in late summer. Although North Americans will have to wait a little longer for the Vantage, Aston hopes to have models ready for sale by the years end. Pricing has yet to be announced.
Specifications:

Price (estimated MSRP): $170,000

Body Type: 2-door coupe

Layout: front engine, RWD

Engine: 380 hp, 304 lb-ft, 4.3L, 32-valve, DOHC V8

Transmission: 6-spd man (opt 5-spd auto)

Brakes (front/rear): disc/disc, ABS

Curb Weight: 1,500 kg (3,307 lb)

Acceleration (0 - 100 km/h): 5.0 seconds

Top Speed: 280 km/h (about 175 mph)

Seating Capacity: 2

Fuel Economy (city/hwy): N/A

Warranty (mo/km): 24/Unlimited comprehensive

Direct Competitors: Ferrari 360 Modena, Lamborghini Gallardo, Maserati 4200 GT, Mercedes-Benz SL55, Porsche 911 Turbo

Web Site: http://www.astonmartin.ca/

The 2006 Galant has plenty of power to travel long distances and in comfort,by using the cruise control. The 2006 Galant is equal or surpassing in appearance as compared to any other 2006 4-door sedan on the market,in my opinion. The Galant has plenty of room for the "big guy or gal" and the seats,if you have cloth,are very comfortable with adequate cushioning.

The braking,due to the 4 wheel drive-power assisted brakes are just incredible,especially when you need to make the "sudden brake" to avoid a knuckleheaded driver invading your space. The acceleration of the 2006 Galant ES is one of my favorite features of this machine.

a really good car for young people, good line, good engine, really good price, very just price, good interiors.

New for 2006

The 2006 Mitsubishi Galant receives interior updates including chrome ring accents on the instrument cluster, black climate control knobs, black metallic finish for the center audio panel and a trip computer. ES, LS and GTS trims add bright, silver metallic finish for inside door handles, radio buttons and instrument panel accents, and when equipped with alloy wheels feature a tire pressure monitor system. Standard wheels are now 16-inch steel wheels with eight-spoke wheel covers for the DE and ES, 16-inch machine-finished multi-spoke alloy wheels for the LS and 17-inch 5-spoke aluminum alloy wheels for the GTS.

Interior Design and Special Features

The interior of the Mitsubishi Galant is clean and contemporary, and bright blue backlighting gives it a distinctive look at night. Materials quality is solid overall, but some surfaces look cheap. Controls are easy to find and reach. The seats are softly cushioned and roomy, but some people may wish for firmer support. Trunk capacity is just 13.3 cubic feet, but the opening is wide. Although there is a ski pass-through, the rear seats do not fold.

Body Styles, Trim Levels and Options

The Mitsubishi Galant is offered in four trim levels -- DE, ES, LS and GTS. The DE comes with air conditioning; power windows, mirrors and locks; keyless entry; a 140-watt CD stereo; and a height-adjustable driver seat. The ES adds body-color exterior trim, cruise control, faux titanium trim and a couple extra speakers (for a total of six). Optional for the ES, via a few grouped packages, are items like alloy wheels, a moonroof, a 270-watt Infinity stereo with an in-dash CD changer, leather seating and a power driver seat. Next up the Galant line is the LS; it offers much the same equipment and options as the ES but with a V6 engine and a standard power driver seat. Spring for the loaded GTS and youll get all of the above equipment as standard, plus 17-inch alloy wheels, projector-beam headlights, clear-lens taillights, automatic climate control and unique interior trim.

Safety

All models come with head- and torso-protecting side airbags for front occupants only, and all but the DE have standard antilock brakes. Stability control is not available. In NHTSA crash tests, the Mitsubishi Galant earned an impressive five-star rating for its protection of occupants in both frontal and side impacts. Frontal-offset crash testing conducted by the IIHS resulted in an overall rating of "Good," the highest. In IIHS side-impact testing, the Galant also scored "Good," though the agency noted that rear-seat head protection could be better.

Powertrains and Performance

The DE and ES trims come with a 2.4-liter, four-cylinder engine good for 160 hp and 157 pound-feet of torque. LS and GTS models come with a 3.8-liter V6 rated at 230 hp and 250 lb-ft of torque. A four-speed automatic transmission is standard on all Galants; V6 models get a manual-shift mode.

Driving Impressions

The Mitsubishi Galant delivers a smooth, quiet ride, thanks largely to its stiff platform, wide stance and long wheelbase. Minimal noise leaks into the cabin, just a slight rumble from the tires and a discernible whistle from the exterior mirrors at highway speeds.

The 2.4-liter four-cylinder engine in the DE and ES features Mitsubishi Innovative Valve timing and lift Electronic Control (MIVEC), which switches between two different cam profiles for optimum power, response, and efficiency at high and low engine speeds. The Galant four-cylinder develops 160 horsepower at 5500 rpm and 157 pound-feet of torque at 4000 rpm, competitive figures for the class.

The V6 in the LS and GTS makes freeway merging easy. Passes on two-lane roads are completed without drama. The V6 is rated 230 horsepower and, more important, 250 pound-feet of torque, a substantial figure; torque is that force that propels the car from intersections and up hills.

The four-speed automatic transmission shifts smoothly, although it does hunt a bit in hilly territory. In the normal mode, it shifts automatically. With the Sportronic feature, it can be switched into a semi-manual mode for more control; it will not shift up or down automatically when in the manual mode, so the driver has full control over shifting.

For its size and heft, the Galant feels decently planted on all but the most twisting roads. The GTS suspension feels firm. The suspension used in the DE/ES/LS models is softer, so the car moves around a little more when driven hard through corners.

The V6 models come standard with electronic traction control, which can selectively apply the brakes at one or more wheels and/or reduce engine power to control wheel spin on uncertain surfaces. Its especially useful in the rain, but even in dry weather can eliminate annoying screeches from the light when you take off.

Brake feel is solid and reassuring, but the Galant is not a light car. Anti-lock brakes with Electronic Brake-force Distribution (EBD) come standard on all but the base model. EBD proportions braking pressure between the front and rear wheels depending on how the car is loaded, and adjusts stopping pressure dynamically as weight shifts forward under hard braking. The idea is to send the brake pressure to the wheels with the most weight on them, which is where it can do the most good. This gives the Galant stable braking performance.

Competitively Priced

As always with the Galant, the new model will be competitively priced. Mitsubishi said base prices will range from "under $18,000" to "less than $26,000" for the cars four trim levels. They begin with the entry DE and then go to the ES, LS and top-line GTS.

All have decent styling, with Mitsubishis characteristic split-front-end treatment. Generally, though, the Galant looks as if mainly styled to look big, roomy and safe. It wont win any beauty contests.

The DE and ES have a more powerful 4-cylinder engine and the LS and GTS get a larger new V6.

Overall Review:

This is a well made and performing vehicle overall. I love the styling, and its a thrill to drive! It holds the road and has plenty of get-up-and-go. Id buy it again. If they resolve the glove box issue to my satisfaction, the fit and finish rating I gave would improve one point. The MIVEC engine has plenty of pep and a great sound for an inline four cylinder, seems more like a V6, but the gas mileage is V6 as well.

One thing they could add would be a telescoping steering wheel, not just tilt. Adjustable pedals would be nice as well. Mitsubishi makes many options packages contigent on having others, for no apparent logical reason. Example: On the Mitsubishi web site, when doing options for the ES, you must have a Sunroof package or the Leather & Audio package to get the Alloy Wheels with TPMS. This is a recent change, mine has the Alloy/TPMS but not the other packages. Unbundle the packages and maybe more people would get the options! Still, Id buy it again!

If a carmaker wants its new sedan to be cross-shopped with the sophisticated Avalon, as Hyundai wishes for its new Azera, then it copies every page from Toyotas playbook that it can. It starts with a comparable list of standard equipment-like dual automatic climate control, rear-seat vents, and eight air bags, and then it carves out a cargo space thats 2.2 cubic feet bigger than the Avalons. It also goes head-to-head with Toyota with options such as adjustable pedals, rain-sensing wipers, and a power rear sunshade, but unlike Toyota, it makes stability control standard, and then it slaps on a price tag thats about ten percent lower to seal the deal.



First Glance: Is this really a Hyundai?

If it wasnt for the chrome H on the grille, itd be hard to tell the Azera is a Hyundai -- though theres a slight family resemblance to the Sonata, which itself would make a decent stand-in for Hondas Accord. Two elements one would expect to clash -- the slightly rounded fenders and liberal use of chrome -- actually work quite well. All in all, the Azera is handsome and understated, quite a leap considering the styling of Korean near-luxury cars like the Kia Amanti and the outgoing XG350, which to me always looked like parodies of what Korea thought we wanted in luxury cars. The Azera certainly passes the Los Angeles valet test (it doesnt make you want to hide behind the bushes when the valet brings it around). Its the sort of car thats sure to attract the neighbors -- but even more enjoyable will be the look on their faces when you tell them its a Hyundai.

Matter of fact, the surprise-the-neighbors effect is exactly what Hyundai had in mind. Thats why youll find goodies like LED taillights (brighter and faster to light up than typical bulbs), an electrically-retractable rear window sunshade, and airbags everywhere -- goodies youd expect to find in a Lexus or a Mercedes, not in a sub-$30k car.

Model Lineup

Hyundai makes it easy to pick your Azera, offering only two models, the SE ($24,335) and the Limited ($26,835). The same engine, a 3.8-liter, 263-horsepower V6 with variable valve timing, powers both and drives the front wheels through a five-speed, Shiftronic automatic transmission.

The SE comes with dual-zone climate control; cloth upholstery, four-way driver and two-way passenger power front seats; power windows, mirrors and central locking with keyless remote; leather-trimmed, tilt-and-telescope steering wheel and shift knob; cruise control; AM/FM/CD/MP3 stereo with steering wheel-mounted controls; bi-level front center console; 16-inch wheels. The SE Premium Package ($1,600) adds a power tilt-and-slide sunroof, premium stereo with in-dash, 6CD changer, heated front seats. Dealer accessories include floor mats ($85); wheel locks ($40); sunroof wind deflector ($80); trunk floor mat ($90); and composite cargo tray ($90).

The Limited steps up with leather-trimmed seats, heated front seats, woodgrain and leather-wrapped steering wheel, powered rear sunshade, 17-inch wheels and Michelin tires. The Limited Premium Package ($1500) adds the power sunroof and premium stereo. The Ultimate Package ($2500) includes the sunroof and stereo plus power adjustable pedals and tilt-and-telescope steering wheel, memory for the drivers seat, mirrors, and steering column, rain-sensing wipers and power folding outside mirrors.

Safety features are comprehensive, including state-of-the-art frontal airbags, full-coverage side-impact airbags, side curtain airbags, active head restraints for the front seats, and LATCH child safety seat anchors. All five seating positions have adjustable head restraints and three-point belts; the front seatbelts have pre-tensioners and height-adjustable shoulder loops. Active safety features for crash avoidance include antilock brakes (ABS) with electronic brake-force distribution (EBD), electronic stability control and traction control.

Interior Features

Save for a couple quirky touches, the Hyundai Azeras interior delivers comfortable, near-elegant transport. Materials are top notch, and more than just the upholstery, dash covering and carpet, reaching as well to fabric headliner (instead of whats dismissively known in the industry as mouse fur) and fully flocked glovebox and other storage cubbies. Tolerances, those worrisome gaps between the bits and pieces of plastic and other materials comprising the interior, are impressively tight, earning high marks for fit and finish. All hinged fixtures, from glove box door to roof-mounted grab handles, are damped for smooth, quiet operation.

The dash sweeps gracefully across the car, beginning and ending in sectioned caps molded into the front door panels, and beneath an odd, table edge-like, flat rim that circles the entire interior from the outboard edges of the rear seats. Vent registers are symmetrically positioned near the doors and on each side of the audio and climate control panels centered above a large storage bin. Intuitively proportioned tachometer, speedometer, fuel level and engine coolant gauges peer out from a hooded pod through the top half of the steering wheel. Large, friendly knobs, buttons and switches return a pleasant tactile feel.

The center console is trimmed in natural-looking woodgrain and brushed aluminum. Up front, almost tucked up underneath the dash overhang, is a covered ashtray with lighter. Aft of this is a small cubby, with controls for the seat heaters standard in the Limited and optional in the SE. Driver and front passenger have access to a pair of cup holders beneath a hinged cover forward of the padded cover over the bi-level center console storage bin.

The shift lever travels through a gated slot that puts the secondary, Sportronic gear selector slot on the opposite side of the gate from the driver. We prefer it on the drivers side.

Map pockets in each door are provided, part of which flip out to expand. The backsides of the front seats wear magazine pouches. Back seat passengers get a fold-down center armrest with two cup holders and, overhead, reading lights.

The seats, front and rear, are comfortable but supportive. Front seat bases are fully enclosed so hardware isnt exposed. The drivers seat power lumbar covers an impressive range. Front seats give more and better thigh support than the rears, but the copious rear seat leg room more than compensates, helped by the rear doors remarkably wide openings.

Visibility is good all around, with special credit to the view out the back. The adjustable rear head restraints are the shingle type, which are formed to fit down over the top of the seatback when retracted. The electro-chromatic rearview mirror comes with an off switch, for the compass, too, and when thats turned off, the window in which it appears fades into the mirror. And shift into reverse with the Limiteds rear sunshade deployed, and it automatically retracts.

The Azera is roomy. Against the competition in interior measurements, the Azera generally prevails, besting the 2006 Nissan Maxima, the 2006 Buick LaCrosse and the 2006 Mercury Milan in all measures and losing only to the 2006 Toyota Avalon in front and rear seat hiproom and rear seat legroom.

In trunk space, the Azera tops them all, the Avalon by more than two cubic feet, the LaCrosse by just over half a cubic foot. The Azeras trunk is fully finished, and enclosed gooseneck hinges and a hydraulic strut lift the lid.

Driving Impressions



Driving the Hyundai Azera is more fun and rewarding than driving any of the competition, save maybe for the Mercury Milan, which is a bit smaller and quite a bit lighter. This is despite the Azera tipping the scales at around 140 pounds heavier than any of the rest. Power-wise, it gives up only a few horsepower to the competition and equals or beats them in torque. In overall dimensions and stance on the road, theres little difference. What differentiates the Azera is the way it feels from the drivers seat, and the signals the various mechanicals send to the driver through the cars touch points.

Response to the gas pedal is smooth, immediate and linear; Hyundai says the Azera will get to 60 miles per hour from a dead stop in well under 7 seconds, which puts it smack in the heart of its competitors numbers, although the claimed 146 mph top speed moves it close to the head of the class in that regard. Its one shortcoming in raw performance data is its fuel economy, as the EPA estimates it trails the others by as much as two or three miles per gallon in city and highway driving, respectively.

Transmission shifts may not be invisible, but only slightly less so than in the pricier Avalon and on a par with the Milan. The Sportronic selects gears in the proper direction, forward to shift up, rearward to shift down. On the down side, while it holds a higher gear, it will shift up when the engine approaches redline.

The brake pedal feels solid, and the four-wheel discs haul the Azera down from extra-legal speeds with confidence and no noticeable fade in everyday driving. Steering assist is nominal, with just about the proper amount of resistance to wheel movements, unlike the Avalon, for instance, which is over-assisted for our tastes, and the Milan, which could use a bit more assist.

Response to steering inputs, while not razor sharp, is sure and precise. Handling is nicely balanced. Put another way, while the Azera doesnt beg to be driven rapidly along two-lane, winding country roads, if so called upon, neither will it embarrass a reasonably rambunctious driver. Not even in the pricier Avalon Touring were we as comfortable on such roads; in the Milan and Maxima, yes, but the formers overall quality level fell a bit short and the latter is priced up there with the Avalon.

As with its front wheel-drive counterparts, beware of the Azeras understeer (where the car wants to go straight when the driver wants it to turn) when its pushed too hard in tight and high-speed turns; even so, the standard electronic stability control system should keep all but the most irrationally exuberant driver out of trouble. Directional stability on freeways is above reproach, and there is zero hint of float over pavement heaves.

Little wind and road noise intrudes on the cabin, although we noticed more of the latter in the rear seat than in the front. No buzzes, squeaks or rattles surfaced in our couple hundred miles over virtually every type of pavement in the test car.

The Hyundai Azera is still in its first generation. The vehicle that it replaced, the XG350, served much of the same purpose for Hyundai. Although roomy and well-equipped, this model never earned much critical praise due to its blandness and mediocre handling, but it might be a worthwhile choice on the used market as a less expensive alternative to more mainstream competitors.

The MDX is Acura’s midsize luxury crossover SUV with seating for seven occupants. Acura was one of the first import luxury brands to offer a sport utility in 1996, with the the SLX, which was a rebadged Isuzu Trooper.

Minor changes for 2006 include an ebony-colored Zebra wood pattern on the center console and door switches, and satin chrome interior accents added to Touring Package-equipped models. Amazon Green Metallic has been added to the exterior color palette.



Acura began work on the MDX design concept, which was created at Hondas R&D facilities in Torrance, Calif. The MDX concept vehicle was unveiled at the 2000 North American International Auto Show and the production version debuted a few months later at the 2000 New York Auto Show.

In addition, the 2006 MDX is designed to meet Ultra Low Emission Vehicle (ULEV) standards, even in California.

More Power

A dual exhaust system increases horsepower of the smooth 3.5-liter V6 to 265 from 260, besides adding more torque and lowering emissions.

Equipment levels significantly affect list prices. The base MDX costs $36,400 and has enough equipment to satisfy most buyers. The $39,000 Touring version adds such items as a front power passenger seat and higher-line sound system.

Prices top the $40,000 mark to cost $41,200 with a navigation system and rearview camera and go to $42,700 with a navigation system and DVD player.

Interior is airy, upscale

Inside the MDX, the look is upscale, yet restrained. The quirky pods and mixed shapes that the RX 300 has arent here, thank goodness. But the wood trim is fake.

A display screen sits in the center of the dashboard to transmit information to the driver about interior temperature, trip mileage and direction the vehicle is headed. This display also conveys navigation information if the MDX is outfitted with the optional nav system.

Built on the platform of the Honda Odyssey, the MDX is a bit larger inside and out than the RX 300 and M-Class. The overall feel inside, with standard moonroof, is airy, as even side glass windows are decent-sized.

That MDXs third-row seats, which are closest to cargo in back and thus come with easy-clean vinyl seat covering rather than the leather thats on all the other MDX seats, can accommodate more than just the kids, at least for a while. At 5 foot 4, I sat back there with enough comfort on a long highway drive that I fell asleep.

Maybe it was due to the quiet interior. In fact, its quiet enough that I could hold a conversation easily with the driver, even if I was seated back in the MDXs third row of seats.
But I noticed, in back-to-back drives of vehicles with and without roof racks, that the MDX with roof rack has more wind noise.

The two separate seats in the third row have six recline positions. The second-row seats have seven. But its awkward to get at the levers that control those positions when youre in the vehicle, easier when youre standing outside.

And the position of the dead pedal for the drivers left foot wasnt as comfortable as I would have liked.

Fun to Drive

The MDX is fun to drive. Acceleration is strong, and the fast steering is nicely weighted. Handling is very good as long as you dont try to drive as if in a Porsche Cayenne sport ute. Helping stability are a low center of gravity, front and rear stabilizer bars, large 17-inch wheels and a wide track.

Stability is enhanced by a Vehicle Stability Assist system. That system works with the all-wheel-drive system and electronic "drive-by-wire" throttle control system to provide enhanced control during acceleration, cornering and braking. The brake pedal has a linear feel, and stopping distances are short during moderately hard braking.

Pros: Tremendous quality - Acura has really thought of everything. An absolute dream to drive. Best navigation system Ive seen.

Cons: Nothing.

Overall Review: This is a fantastic SUV that is comfortable and fun to drive. I looked at BMW, Mercedes, and Volvo SUVs and none of them came close to the Acura MDX in overall value. Im averaging 18-22 MPG, which is great for a 250 HP V-6 engine. Also, Acura service is top-notch. I highly recommend this vehicle to anyone looking for a luxury SUV.

Volvos S80 was big news at its 1998 debut, as it introduced the marques new unsquare look and a new, transverse engine, front-wheel-drive P2 platform, which now underpins the V70 (and Cross Country), the S60, and the XC90. But in the intervening years, the S80 has receded into the shadows—not hard to do when you share the playing field with the likes of the Mercedes-Benz E-class, the BMW 5-series, the Audi A6, and the Lexus GS, among others. North American sales of the S80 have slipped to nearly half their initial numbers.




So for this sixth model year, the company has polished its flagship sedan, in the hopes of restoring some of its sparkle. The exterior has been subtly tweaked, with a new grille, new taillights, reshaped side mirrors, and additional chrome, minor changes that nonetheless combine to give the S80 more of a premium car look. Similarly, the interior has received a minor makeover, with new door panels, an optional wood-rim steering wheel, an available navigation system, more color-matched bits and less gray plastic.

The S80 model line-up is essentially the same, with the 194-horsepower S80 2.9 ($37,045) and the twin-turbocharged, 268-horsepower, T6 ($44,525). Both are front-wheel drive, although all-wheel-drive will be added this fall. The S80 Premier ($48,515) replaces last years T6 Elite, and is distinguished by its available rear-seat refrigerator (accessed by flipping down the center armrest) and standard dual video monitors (located on the back side of the front headrests). The screens can show DVDs, television, or video games, and operate separately from each other.


We confined our driving to the T6, which shares with its siblings two major chassis enhancements. A new power steering system (by ZF) provides greater precision but still light effort. And a new active damping system, called FOUR-C, brings the technology of Volvos sporty R cars to the S80. Although the system shares its name with that in the V70R and S60R, in this application it works somewhat differently.

The FOUR-C system in the R cars uses continuously variable dampers, with the driver able to select from three settings: Comfort, Sport, and Advanced. In the S80, where the system is a $995 option, there is no Advanced—no loss, really, since Advanced is almost preposterously stiff. The Comfort and Sport settings are also programmed differently here than on the sporty R models, giving greater priority to a smooth ride. The FOUR-C system in the S80 is unlike some active suspension systems, which ask you to choose between a harsh Sport mode and a wallowy Comfort setting.

Here, we found that the Sport mode provided good isolation from impacts on the beat-up pavement in Washington, D.C., while the Comfort setting effectively snubbed dive, squat, and roll in spirited driving in the Virginia countryside. Choosing between the settings quickly becomes a bore. Leave it alone and you find that the system just works. Kind of like the S80 itself. But will that be enough to get it noticed?