Zed with a zee

Words and photos: John Lamm
As Wheels US correspondent discovers, the 370 'Zee' is more than just a reworked 350Z. It's smaller, lighter, packs more punch and brings downshift rev-matching that's sure to satisfy.

You’d be forgiven if at first glance you thought Nissan’s 370Z is just a warmed over 350Z. New nose, cool new headlights and taillights and a nice upsweep in the quarter window and that’s it, right?

In fact, the Z has gone through its first complete redesign since the 350 was launched for 2003. Step back from the new car and you can see the differences. There’s an added swoopiness to the shape, probably induced by the quarter window and those lights. Oh, and that nose reminds me of a shark.

There’s also a size change, the 370Z being smaller, 4244mm overall versus 4313mm. Same with the wheelbase, the result of sliding the rear wheels forward on the revised FM platform, the measurement going from 2649mm to 2550mm. The 370Z is also 33mm wider and 8mm lower

And 102kg lighter, thanks to, among other things, a lighter fuel tank, aluminium doors and an all-aluminium bonnet. Nonetheless, body rigidity us up, 30 percent front, 22 percent rear.

While power is still the VQ-series V6, it’s out to 3.7 litres to go with the ‘370’ before the Z. Horsepower climbs from 228kW to 246 while the torque bump is only 5.4Nm.

What is quite new, however, are the transmissions. Most impressive is the 7-speed adaptive automatic, which has Downshift Rev Matching so we can all sound like Mark Webber when shifting through the paddles despite our lack of talent. Better yet, the 6-speed close-ratio manual also has (optional) rev matching. Great for anyone who never quite got heel-and-toeing down pat.

The front suspension is now a lightweight upper and lower A-arm layout and we’re told the rear 4-link design is both lighter and stiffer. Steering is via a speed-sensitive rack and pinion and the brakes are 4-wheel vented discs. Standard tires and wheels measure 18 inches with 19s on the option list.

All this is enjoyed from a cockpit that’s reminiscent of the 350Z’s. Very readable three-instrument pod straight ahead, reworked and looking more modern. Ditto with the steering wheel. In that continuing holdover from early Zs, there are three gauges atop the dash. The driver gets a specific seat meant to encourage go-fast driving. Out back is adequate storage.

Best feature, perhaps, is the price – at least, here in the US – which Nissan will keep in the same ballpark as the 350Z, which started at US$30,000. And if you like ragtops, a 370Z roadster is promised for the 2010 model year.

Mazda 3 five-door: the first photos

By Tim Pollard

Mazda has issued five photographs of its new 3 hatchback ahead of its debut at next week's Bologna motor show. The five-door, announced today, follows hot on the heels of the Mazda 3 four-door saloon unveiled at last week's 2008 Los Angeles Auto Show.

Few firm details have been released today, but Mazda claims the engines will be more efficient, the kerbweight lighter and 'the world's first catalyst to be constructed using single nanotechnology.' Apparently this cat uses significantly fewer rare materials such as platinum and palladium than regular filters.

The new 3 will have a new range-topping 2.2-litre turbodiesel, developing 183bhp or 148bhp. Both are EU5 compliant and are cleaner and more powerful than the current 2.0 TD.

UK sales will start in spring 2009, with this five-door hatchback and the four-door saloon both UK bound.

2008 Suzuki SX4 Sport Road Test Review

The folks at Suzuki may just be up to something that will make competitors � and buyers � sit up and take notice.

That something is the Suzuki SX4 Sport and the competitors are the usual suspects � Toyota, Honda and Nissan. The reason the Sport may attract some special attention is that it has a few important ingredients that are not apparent on the surface.

First, the four-door sedan is fun. Its slightly awkward body style literally shouts practicality, but the peppy engine, smooth five-speed manual shifter and grippy suspension combine to give the front wheel-drive compact a sporty demeanor.

Second, the SX4 is available with a surprising amount of features, many of which aren�t available on similar sedans costing thousands of dollars more. Third, and most important, is the price. The Sport tab for manual-transmission sedans ranges from $14,770 to $16,270. For comparison purposes, it�s sort of like buying a Honda Civic at the price of a Honda Fit.

Those who would rather opt for the decidedly less sporty four-speed automatic transmission will have to add $1,100 to the price.

The sedan is Suzuki�s second SX4. A hatchback version with standard all-wheel drive - now officially known as the SX4 Crossover - was introduced in 2007.

The two vehicles share most mechanical components, but the sedan emphasizes its sportier demeanor with standard 17-inch wheels, performance-tuned shock absorbers, front and rear stabilizer bars, quicker power steering, and an aero body kit.

Power is supplied by an all-aluminum, two-liter engine that produces 143 horsepower and 136 pound-feet of torque. That sounds like a lot for a compact car, but acceleration is leisurely. The 2,760-pound sedan needs a little more than nine seconds to move from a stop to 60 mph.

On the other hand, the short-throw manual shifter makes it easy to keep the engine in the fat part of the power band and the SX4 will cruise effortlessly at extra-legal highway speeds while returning nearly 30 miles per gallon of regular fuel. For the record, the EPA lists fuel consumption at 22 mpg city/30 highway.

Inside, the tall sedan has room for four adults of almost any height, or two in front and three kids in the back. The gray and black upholstery, aluminum accents and plastics give the cabin a conservative, refined ambience.

The rear seatback does not fold forward to increase cargo space, but the trunk can hold a generous 15 cubic feet of luggage.

A comprehensive list of safety equipment includes four-wheel antilock disc brakes, front and side airbags for front-seat passengers, tire-pressure monitors, side curtain airbags, side-impact beams and front and rear crumple zones

The manual-transmission car I drove came with the mid-level Convenience package and carried a sticker price of $15,270, a mere $500 more than the base price.

Included among the comfort and convenience features were automatic climate control; XM-ready, four-speaker am/fm/6-cd sound system with MP3 capability; cruise control; power windows and door locks; power, heated outside mirrors; and steering-wheel audio controls.

Those willing to spend another $1,000 for the Touring Package will also get traction control, stability control, electronic brake-force distribution, keyless starting and a nine-speaker sound system.

Suzuki, known primarily as a motorcycle manufacturer in the United States, has slowly been establishing a presence as an automobile company.

The value-packed SX4 Sport just might help to accelerate that pace.





Standard Equipment
(partial list)

143 hp 2.0 liter 4 cylinder engine

5-speed manual transmission

Front-wheel drive

17 inch alloy wheels

4 wheel disc brakes with ABS

Dual front side mounted air bags

Front & rear head curtain air bags

Tire pressure monitoring

5 person seating capacity

Cloth upholstery

Remote power door locks

Power windows

Power mirrors

Tilt steering column

Air conditioning

AM/FM in-dash single CD player, CD-controller with CD MP3 Playback and 4 speakers

The Sport with convenience package adds...
(partial list)

Cruise control

Cruise and audio controls on steering wheel

Leather-wrapped steering wheel

The Sport with Touring package adds...
(partial list)

Traction control

Stability control

Front fog/driving lights

Heated mirrors

Automatic climate control

AM/FM in-dash 6 CD player with CD MP3 Playback stereo and 9 speakers

Major Available Options

Automatic transmission

For more information on the Suzuki SX4 Sport, visit suzuki.com

2009 Mitsubishi Galant Ralliart Road Test Review

It�s easy to get the public�s attention when you build a powerful sports car, a demon truck or even a dirt-devouring sport-utility vehicle.

But a mostly utilitarian, mid-size family sedan � how can a manufacturer stand out in that crowded field? How does it create a vehicle that serves the same purpose as every other family sedan, yet has that something extra to catch the eye and the heart of a prospective buyer?

In the case of Mitsubishi, the Japanese manufacturer that has been an habitual tag-along in this part of the market, the hopeful answer is the Galant Ralliart, top-of-the-line version of its family sedan lineup.

For its early-release 2009 models, Mitsubishi is hoping to spark some new interest in the aging Galant lineup with a revised grille, taillights and rear fenders. Most will probably find the changes agreeable, but they aren�t significant enough to make what is old appear to be new.

Still, the Ralliart is a competent entry in a segment of the market that generally does not put sportiness on its list of must-have features.

Ralliart, for those of you who might still be mystified by the odd moniker, was Mitsubishi�s name for its worldwide rally effort. With the Japanese manufacturer out of that competition, it signifies the sportiest models in the production car lineup.

The front-wheel-drive Ralliart gets its point across with a 3.8-liter V-6 engine bulked up to 258 horsepower, a tightened suspension, bigger brakes and wheels, and trim that distinguishes it from its less athletic Galant siblings.

The result is a sedan that is surprisingly engaging. It won�t push anybody�s Porsche out of the garage, but it can add a little zest to the every-day driving experience. The engine, teamed with a shiftable five-speed automatic transmission, can rush the Galant Ralliart from a stop to 60 mph in a little more than six seconds. More importantly, the 258 pound-feet of torque help make short work of those two-lane passing situations.

On the downside, there is noticeable torque-tug on the steering wheel under heavy acceleration, and fuel efficiency is not this Galant�s strongest suit. The EPA predicts between 16 and 25 miles for every gallon of the recommended premium fuel. My average over a week and several hundred miles was about 20 mpg.

The Galant Ralliart�s tauter independent suspension improves the car�s handling noticeably, without requiring much of a sacrifice in ride comfort. There shouldn�t be any complaints from the passengers unless the road is unusually rough.

The four-wheel antilock brakes stand ready to rein in the over-enthusiastic driver, and they come with electronic force distribution to maximize stopping power.

Exterior cues that announce the Ralliart include a mesh grille, 18-inch wheels, a lower front air dam and projector-type headlights. Adults need not worry. The changes won�t make everyone think they�ve borrowed their kid�s car.

Inside, the story�s more of a mixed bag. The overall ambience is pleasant enough and the standard leather seats are comfortable for up to four adults. However, a close look at some of the trim pieces tells you this is where the cost-cutters were doing their work. In addition, the optional navigation system looks as if it was stuck on the dashboard as an afterthought, and it is essentially invisible to anyone wearing sunglasses. Oddly, it is available only on the Ralliart model.

The comprehensive list of safety features includes front and side-mounted airbags for front-seat passengers, side curtain airbags, front and rear crumple zones, side-impact beams and tire pressure monitors.

The base price of $27,924, including the $625 delivery fee, will buy a car with a full complement of luxury features. Add $1,500 for the navigation system and the Ralliart�s tab comes to $29,424.

The hottest Galant won�t shout for anyone�s attention, but it�s ready to offer a rewarding driving experience for the buyer who wants to have a little fun with his transportation appliance.
Standard Equipment
(partial list)

258 horsepower 3.8 liter MIVEC V-6 engine

5 speed Sportronic automatic transmission

Front-wheel drive

18-inch alloy wheels

P235/45R18 all-season tires

Anti-lock brakes (ABS) with electronic brake-force distribution (EBD)

Dual-stage front airbags

Front seat-mounted side-impact airbags

Front and rear curtain airbags

Auto delay off headlamps

Tire pressure monitoring system (TPMS)

Perforated leather-trimmed seating surfaces

8-way power driver's seat

Remote power door locks

Power windows

Heated side view mirrors

Auto-dimming rear view mirror

Cruise control

Speed-proportional power steering

Tilt-adjustable steering wheel

Climate control

Leather-wrapped steering wheel

Steering wheel audio controls

360-watt Rockford Acoustic Design premium audio system (AM/FM/Satellite in-dash 6 CD MP3 player) with 8 speakers

Sirius Satellite Radio

Major Available Options
(Partial List, depends on model, some options are only available as part of a package, see your Mitsubishi dealer for details)

VW Scirocco R20T: the inside story

By Tim Pollard

Volkswagen is readying a high-performance version of its Scirocco coupe. It's expected to wear the R20T badge, denoting it uses a 2.0-litre turbo mustering around 265bhp. It's the same firecracker four that sees service in the Audi S3, making this the most powerful Scirocco ever.

The new R20T will go on sale in early 2010, crowning the Scirocco range. Currently, UK customers can only buy the Scirocco in lighter pressure 2.0-litre turbo form with the Golf GTI engine. But the range will expand in January 2009 with the arrival of a 160bhp 1.4 Twincharger unit and a 140bhp 2.0-litre common-rail diesel. A more powerful, 170bhp derv arrives later next spring.

Tell me more about the new Scirocco R20T!

Fitting the S3's turbo to the Scirocco will turn the affordable coupe into a real firebrand – with the 0-62mph sprint likely to fall below six seconds and a 155mph limited top speed. Perfect for those who find the current 2.0 just a little too Golf GTI.

Volkswagen sources familiar with the project claim the R20T has 80% of the visual aggression of the Scirocco GT24 racer pictured. Remove the race-track wing, splitters and other Nurburgring paraphernalia and you get the idea.

The Scirocco R20T is likely to wear a price tag of £25,000, reflecting its performance ability. The UK won't, however, take the cheapest Scirocco derivative, the 140bhp 1.4 petrol TSI.

Why no R32 Scirocco?

It's the environment, stupid. Six-cylinder power isn't on the agenda for the Scirocco and it's relying on smaller, four-pot power that's better for emissions and economy. The old VR6-related unit is being quietly pensioned off...

Why Ferraris have lost their beauty

by Gavin Green

The new Ferrari California is magnificent. Honestly, Ferraris just get better and better. The two newest – the 599 and now the California – are fast, refined, inspiring, agile, well-made and when you’ve finished your journey you’ll just get out of the car and say ‘wow’. Yet they’re also easy to drive, apart from the small matter of having to concentrate hard when pulling in the horizon at three miles a minute.

But as the capability has blossomed, the beauty has been besmirched. Ferraris aren’t gorgeous any more. The California has a fat arse. The 612 is fussy and ill-proportioned. The Enzo is more bug than bird. Even the F430 lacks the visual grace and profile poetry of the old F355, the last lovely Ferrari.

Perhaps design house Pininfarina has gone astray? (Unlikely: look at new Alfas and Maseratis.). Or has Ferrari lost that innate Italian coolness, as its role models have shifted from Lorenzo Bandini and Ludovico Scarfiotti to Michael Schumacher and Kimi Räikkönen? Some vulgar owners, dripping gold, bellies as taut as a blancmange, clearly do not help.

I put all this – apart from the Schumacher/Räikkönen uncool bit – to Ferrari president Luca di Montezemolo (a man who oozes style) when I had dinner with him a few days ago. He said the styling was dictated by aerodynamics and the need to keep a Ferrari glued to the road at 180-plus. That’s why the Enzo is all wedge and scoops and slats and chunky lines. That big fat rump of the California – more bustle bum than bikini bottom – helps aero performance, or so Luca says. I can testify it is brilliantly stable at big speed.

Ferrari road cars are becoming more like its F1 cars, designed by scientists not artists, styled in the wind tunnel not in the studio. Engineers of course celebrate such thinking; aesthetes mourn it.

Give me both. The F-15 Eagle and F/A-18 Hornet fighter jets prove beauty and high-speed functionality are possible; so did Concorde and, before that, the Spitfire. Maserati and Aston Martin combine speed and sensuality (though neither is as meticulously engineered as a Ferrari); so does the new Alfa 8C. Old Ferraris were both great racers and great beauties.

I want to say ‘wow’ when I drive a Ferrari. And be grasping for superlatives, not the designer’s neck, when I first see one.

2008 Mercedes-Benz GL320 CDI 4MATIC - Long-Term Road Test

BY CSABA CSERE, PHOTOGRAPHY BY AARON KILEY

We’ve long admired the great fuel efficiency delivered by modern turbo-diesel engines built in Europe. They seem like the ideal powerplants for large and heavy vehicles such as the SUVs that Americans crave when fuel prices are reasonable. A favorite of ours in this category is the Mercedes GL, so when a diesel V-6 was added to the lineup with the 2008 models, we decided to see how it would work in the U.S.

The GL320 CDI, as the diesel is designated, was the least expensive model in the GL line, with a base price of $53,775 when it was delivered in August 2007. At that price it comes equipped nicely, but we also specified several options to make it even more comfortable. The Premium 1 package ($6400) added a rearview-backup camera, parking sensors, a glass sunroof, a navigation system, satellite radio coupled to a better sound system, and a power passenger seat, steering column, and liftgate.

We also selected the rear-seat entertainment package ($2670) with dual second-row screens to pacify children on long trips and the Keyless Go package ($1110) to relieve us of the burden of having to fish for the car’s key fob in order to open the GL’s doors and start its engine. The Heating package ($895) let us warm the steering wheel and the rear seats (front-seat heaters are standard). “Barolo” paint added $710. We also ordered the $510 Towing package, along with a $510 voice control to make it easier to program the nav system, and finally, a $375 iPod-integration package. It came to $66,955—far from cheap but within the range of competitive large luxo SUVs.

Curious about this car’s key feature, the crew here quickly found the diesel engine to be very satisfying. Overall, we averaged 22 mpg with the GL, which is terrific for a vehicle that’s about the same size and heft as a Cadillac Escalade. It didn’t much matter whether we drove the GL320 in town or on the highway, the mileage stayed consistently in the low 20s, rising to the mid-20s if we kept our highway speed below 75 mph.

When the GL first arrived, we were concerned that finding the requisite ultra-low-sulfur diesel fuel might be a problem, but it turned out to be everywhere. It was even in supply at one particular gas station in Lancaster, Pennsylvania, where the diesel pumps did not carry the ULS label and the humanoids at the gas stations had never heard of the stuff.

The characteristic diesel rattle and smoky exhaust are minimal in the GL. At startup in the morning—which never required a long glow-plug wait—we noticed that the oil-burning V-6 is a little louder than a gasoline engine, especially if you’re in an enclosed garage. But once under way, the rattle quickly fades. Similarly, we only saw a touch of smoke during cold starts.

2008 Suzuki SX4 Sport Road Test Review

The folks at Suzuki may just be up to something that will make competitors � and buyers � sit up and take notice.

That something is the Suzuki SX4 Sport and the competitors are the usual suspects � Toyota, Honda and Nissan. The reason the Sport may attract some special attention is that it has a few important ingredients that are not apparent on the surface.

First, the four-door sedan is fun. Its slightly awkward body style literally shouts practicality, but the peppy engine, smooth five-speed manual shifter and grippy suspension combine to give the front wheel-drive compact a sporty demeanor.

Second, the SX4 is available with a surprising amount of features, many of which aren�t available on similar sedans costing thousands of dollars more. Third, and most important, is the price. The Sport tab for manual-transmission sedans ranges from $14,770 to $16,270. For comparison purposes, it�s sort of like buying a Honda Civic at the price of a Honda Fit.

Those who would rather opt for the decidedly less sporty four-speed automatic transmission will have to add $1,100 to the price.

The sedan is Suzuki�s second SX4. A hatchback version with standard all-wheel drive - now officially known as the SX4 Crossover - was introduced in 2007.

The two vehicles share most mechanical components, but the sedan emphasizes its sportier demeanor with standard 17-inch wheels, performance-tuned shock absorbers, front and rear stabilizer bars, quicker power steering, and an aero body kit.

Power is supplied by an all-aluminum, two-liter engine that produces 143 horsepower and 136 pound-feet of torque. That sounds like a lot for a compact car, but acceleration is leisurely. The 2,760-pound sedan needs a little more than nine seconds to move from a stop to 60 mph.

On the other hand, the short-throw manual shifter makes it easy to keep the engine in the fat part of the power band and the SX4 will cruise effortlessly at extra-legal highway speeds while returning nearly 30 miles per gallon of regular fuel. For the record, the EPA lists fuel consumption at 22 mpg city/30 highway.

Inside, the tall sedan has room for four adults of almost any height, or two in front and three kids in the back. The gray and black upholstery, aluminum accents and plastics give the cabin a conservative, refined ambience.

The rear seatback does not fold forward to increase cargo space, but the trunk can hold a generous 15 cubic feet of luggage.

A comprehensive list of safety equipment includes four-wheel antilock disc brakes, front and side airbags for front-seat passengers, tire-pressure monitors, side curtain airbags, side-impact beams and front and rear crumple zones

The manual-transmission car I drove came with the mid-level Convenience package and carried a sticker price of $15,270, a mere $500 more than the base price.

Included among the comfort and convenience features were automatic climate control; XM-ready, four-speaker am/fm/6-cd sound system with MP3 capability; cruise control; power windows and door locks; power, heated outside mirrors; and steering-wheel audio controls.

Those willing to spend another $1,000 for the Touring Package will also get traction control, stability control, electronic brake-force distribution, keyless starting and a nine-speaker sound system.

Suzuki, known primarily as a motorcycle manufacturer in the United States, has slowly been establishing a presence as an automobile company.

The value-packed SX4 Sport just might help to accelerate that pace.

SEAT Exeo (2009) CAR review

By Julian Kirk

Has the Hadron Large Collider finally done its thing? Have I entered a time warp and gone back in time seven years? The reason I ask is that I’m driving what purports to be a new car but is, in fact, a model which was first launched way back in 2001.

Sorry, you’ve lost me. Care to explain?
Certainly. CAR is among a select band of magazines which has been invited to Barcelona to drive the new SEAT Exeo - an upper-medium saloon and estate range which is due to go on sale in the UK next April.

All well and good, but the Exeo is in essence a rebadged old shape Audi A4, save for new front and rear end styling. And the sense of déjà vu doesn’t end there – inside it uses the same dashboard, instruments, column stalks and other furniture from the A4 Cabriolet.

Why have they done that then?
SEAT has committed to growing its sales volumes across Europe, and needs a model in the upper-medium segment. It may be a market in decline, but it is still the third largest market sector and accounts for 17% of sales.

As it needed a challenger toute suite, it simply borrowed the old A4 production line, shipped it from Ingolstadt to Martorell, and began production. Of course, having ex-Audi top man Eric Schmidtt as the new SEAT president helps. And as SEAT wants a quality offering, going to the acknowledged leaders in terms of build quality makes this decision something of a no-brainer.

It all sounds a bit cynical if you ask me
Well, yes and no. Parts sharing and badge engineering is a fact of life at the Volkswagen Group, and SEAT itself first started out 55 years years ago rebadging Fiats, so this move is no great departure.

The Exeo’s A4 parentage is evident everywhere, although SEAT has changed 30% of the parts to make it more on-brand. As well as revised suspension and steering plus the adoption of technology features such as Bluetooth and MP3 compatibility, SEAT has also further raided the Volkswagen Group cupboard for the engines.

So what’s it like to drive?
Well, if I told you it was very similar to the old A4, you’re not going to fall off your chair in surprise.
The familiar solid ride quality is there, trying to find a trade off between comfort and secure handling. Like the Audi, the Exeo veers towards stiffness (and veers towards uncomfortable in Sport specification with 18-inch wheels and revised suspension), but the new Servotronic power steering is a welcome addition, adding plenty of weight into the rack to give more precision.
When it goes on sale in the UK, there will be three engine options – 2.0-litre TDI diesels with 143 and 170bhp (both the new common rail units) and a 200bhp 2.0-litre TSI petrol unit borrowed from the Golf GTI.
Only the 170bhp diesel was available to drive, accessing power from right down at the bottom of the rev range and surging you forward with ease. It’s a little bit gruff at start-up, but on the move settles down into a muted accompaniment.
So what’s it going to cost?
Expect prices of between £17,000 and £20,000 come next April, and S, SE and Sport trim levels. Standard equipment levels will be high across the range and SEAT is hoping that strong residual value predictions will make the Exeo a tempting proposition to company car drivers. It only expects to sell around 2,000 units in 2009, and the majority (up to 75%) will go to fleets.

Chevrolet Camaro Concepts - Auto Shows

BY JON YANCA AND JAKE HOLMES, PHOTOGRAPHY BY ERIK JOHNSON, JARED GALL AND THE MANUFACTURER

Although the wait for the reborn Chevrolet Camaro has been a long one, GM isn’t wasting any time showing off the car’s accessory catalog. At this year’s SEMA show in Las Vegas, Chevy will unveil four Camaro concepts, each sporting a variety of parts that can be added in the comfort of your own garage.

Please fasten your safety belt and secure all loose belongings. Paying homage to the once-famed COPO (Central Office Production Order) cars of 1969, the LS7 powerplant is exactly what we hoped to find under the hood of a new Camaro. Most popular in 1969, dealers like Don Yenko and Nickey Chevrolet would special-order Camaros from COPO with the intention of making them into tire-smoking, drag-racing street terrors. The weapon of choice back then was a 427-cubic-inch big-block engine. Today’s COPO-esque powerplant is a GM Performance Parts crate engine, the 7.0-liter small-block found only in the Corvette Z06. An upgraded camshaft helps pump out 550 horsepower, 45 more than a stock Z06.

Also assisting in the power department are exhaust headers and an air intake system that will be offered on the Camaro at its launch. And what’s an upgraded engine if you don’t add a performance exhaust? Nothing, so a GM Performance system was also thrown into the mix.

Further drivetrain enhancements to the LS7 concept include a Hurst shifter, which should let the driver bang off quicker shifts with the production-spec Tremec six-speed transmission. For those looking to throw down all of the engines 500 lb-ft of torque at once, your underbody is protected by a driveshaft safety loop just in case one force of nature is stronger than the other.

Appearance wise, a lowered ride height gives the custom 20-inch wheels an even larger look, with a hefty Brembo brake package slowing all that extra un-sprung weight. Sprayed in Victory Red paint, a matte-black hood and taillight panel—on a ’69 Camaro the blacked-out taillight panel signified a big-block car—warn of the ferocious engine harnessed up front. LS7 logos pepper the fenders and rear of the car, though if it were a true COPO car like the historic ZL-1 aluminum-block 427, no engine designation would be present.

With the NASCAR fan base bigger than ever, GM just can’t resist cashing in on some of the sport’s biggest names. Chevy is determined to keep the theme alive after a string of Monte Carlos named for Jeff Gordon, Dale Earnhardt, and Dale Earnhardt Jr.

This NASCAR-themed custom finally uses a car with the power sent to the correct wheels, via the 6.2-liter V-8 out of the production Camaro SS. Oddly, GM saw fit to retune the engine for eco-friendly E85 fuel, which garners a handful of extra ponies but likely at the expense of fuel economy—still, who buys a Camaro to be green? Performance is also upgraded with the same headers, Hurst shifter, and Brembo brake package as the LS7 concept.

Once-in-a-lifetime F1's auction record

Chris Gable
A pristine example of one of the world's most desirable supercars has netted a record $6.1 million at auction.

It controversially didn’t get a vote in our recent Gods and Dogs poll of most beautiful and ugliest cars of all time. But that hasn’t stopped someone from brushing aside international financial stress and stumping up a record $6.1 million for one at auction.

Perhaps not surprisingly, the last road-going McLaren F1 headlined yesterday’s RM Auction’s Automobiles of London sale in, well, London.

The car, chassis number 65, fetched a world record £2.3m (A$6.157m, to be precise) at the Battersea Park auction. Not bad for a car which cost about £540,000 (A$1.3 million) new.





The buyer’s identity has been kept under wraps but, word is, he’s an American collector, based in Houston, Texas. (And we doubt that it was George Dubya socking away a retirement gift to himself...)

Built in 1997, the one-owner car was the last road-going F1 to leave the factory and had only 484km on the clock. RM Auctions says the car was garaged in Asia, and 12 months before yesterday’s auction the owner had flown in a McLaren mechanic to service it. Prior to the auction, the car was sent for a full service to the McLaren factory in Surrey, from which it emerged with a clean bill of health.




Described by the auctioneers as being “flawless in every respect” and a once-in-a-lifetime opportunity, the car was the trademark Magnesium Silver with black leather interior.






“It is essentially a new vehicle and remains virtually unused and untouched,” the extensive entry for the car in the RM Auctions catalogue read. “The buyer will of course receive the original Facom titanium tool kit and bespoke leather luggage. In addition, the carbon-fibre transmission tunnel adjacent to the driver’s seat has been signed by Gordon Murray himself.”

The pre-auction estimate for the car? Try £1,100,000-£1,400,000 (that’s A$2.67 – A$3.4 million). We're betting that even the auctioneers were gobsmacked when the hammer finally fell...

2009 Toyota Corolla Road Test Review

The ninth generation of Toyota Corolla was not so much old, though it definitely had outstayed its welcome, as it had become boring. If fact, say that bo-ring, with the emphasis on the first syllable, as in Beauregard. Not grammatically correct, perhaps, but more exciting to talk about than the Corolla was to drive.

Not that economy cars have any right to be exciting or even entertaining, but there�s no reason why frugal wheels must be Exhibit A in a mattress commercial. And that�s what the Corolla had become: a rolling snooze. Need any more proof? Scion is Toyota�s confession that its smaller offerings had induced enthusiasm comas among the young.

Of course, the team working on the tenth generation Toyota Corolla could have yielded the field to Scion, but that also would have left Corolla�s market share open to poaching by competitors and left themselves contemplating unemployment.

So instead of another generation of generic econoboxes, Toyota pulls the wrap from a 2009 Corolla that�s surprisingly striking for an economy sedan from the company whose logo is the man wearing a sombrero.

Indeed, the 2009 Corolla is no box, econo or otherwise. While not as daring as the Honda Civic, the Toyota has a few styling flourishes of its own including a chic drooping snout behind a wide grille. A neat feature is how the Toyota logo suspended from the leading edge of the hood is matched by an indent in the lower edge of the grille surround, certainly a result of some designer�s aha! moment.

Toyota breaks with boring design with organic crests growing atop the hood, leading not to the shoulder line but to the A-pillar. The clear-covered headlamp array contours back to the front fender and down along the side of the vehicle. Toyota kicked the base of the A-pillar forward for a �faster� windshield and gave the backlight a flatter angle as well. The shape of the trunk continues the shoulder line with a step along the rear flanks, similar to Volvo but with clear red taillamps that project from the body.

The 2009 Corolla has five trim levels: standard, LE and XLE, and the sporty accented S and the high performance�relatively speaking�XRS. The latter two have �ground effects� trim along the rocker panels and under the rear bumper, plus �sideburn� (our term) spoilers on both front corners.

The interior matches the exterior. Plain it�s not but it doesn�t have the sci-fi dash like the Civic. Instead, the instrument panel is topped by a double curved cowling matching the large, legible speedometer and tachometer. The steering wheel has tilt/telescoping as standard equipment on all trim levels, as are XM satellite radio ready audio, air conditioning, front seat side and side curtain airbags, intermittent wipers and 60/40 split folding rear seats. The price leader �standard� model has hand crank windows; to get central locking means moving up to the LE trim level. At the other end of the Corolla sedan spectrum, the XLE includes variable intermittent wipers, center console, wood grain trim and fancy �optitron� gauges, also used on the XRS. The latter is Toyota simply putting your money where your eyes are.

The S and XRS have front sport seats, cruise control and a leather-trimmed steering wheel. The XRS improves sport driving with 17-inch alloy wheels with P215/45R17 tires, rear disc brakes to replace drums, and a strut tower brace to stiffen the chassis for better handling. The XRS also has stability control standard, otherwise optional on all trim packages.

The exterior dimensions of the 2009 Toyota Corolla increased by less than a half inch in length and just short of 2.5 inches wide while decreasing about 1 inch in overall height while maintaining the same interior space. The greater width yields increased shoulder room and Toyota says there�s more room for an over-six footer to sit in comfort�which we can�t confirm because we aren�t over six foot, but folks, can half an inch more legroom make that much difference?

Toyota also says it gave special attention to wind noise around the A-pillar, plus a five-layer acoustic glass windshield, with two layers of glass sandwiching a layer of acoustic material. Side window vibration was also reduced and the carpeting was modified for better sound insulation.

A choice of two new engines comes with three different transmissions. An all-new 1.8-liter 16-valve four doesn�t skimp on technology with variable valve timing on the intake and exhaust sides. The result is an impressive-for-its-size 132 horsepower and 128 lb-ft of torque. A five-speed manual transmission is standard with a four-speed automatic optional. The automatic has hill sensing technology which, based on throttle position, vehicle speed and acceleration, determines whether the car is going up or downhill and selects gear ratios accordingly, including shifting down on downhills for moderate engine braking.

The other engine is Toyota�s 2.4-liter four, though completely redesigned for use in the Corolla. It�s rated at 158 horses, but it�s the gain in torque that makes the bigger engine worthwhile. At 162 lb-ft, the extra grunt improves acceleration and around-town drivability. It too comes with a 5-speed manual as standard equipment but the optional automatic is a five rather than four-speed.

We had the opportunity to drive two Corollas, one with the 1.8-liter and four-speed automatic, and the other with the 2.4-liter and the manual shift five-speed in an XRS. They were about as far apart on the Corolla spectrum as possible, as was the performance. Simply put, although the 1.8-liter was smooth and quiet, at full throttle it had a raspy exhaust note. Performance was more an accumulation of velocity rather than acceleration.

The automatic shifted smoothly but it gave the impression of soaking up torque like California absorbs rain�when it finally does, rain in California, that is. On the highway it feels like the transmission, although in drive, was left in an intermediate ratio. It sounds like the engine wants to be shifted up, except there�s nothing more up to shift up to.

Corolla drivers will find the handling comfortable and familiar. A soft ride compromises ultimate cornering but the Toyota is confident up to its limit, with plenty of warning before it�s reached. We do recommend the stability control, however, to keep things on the up and up...literally.

Performance of the XRS was pleasantly perky, and casual driving took a lot less throttle to accelerate away from traffic lights without feeling like a traffic cone with wheels. The five-speed manual was reasonably crisp and didn�t suffer from synchronizer lockup when revved to its redline. Not, of course, that the forces are that great to begin with. Still, it scoots entertainingly and with more security than lesser Corollas, thanks primarily to the lower profile tires with less sidewall squirm. What the XRS lacks is a true sport suspension with firmer springs and shocks and well-sorted anti-roll bars.

The Corolla XRS, to that extent, is sort of an odd bird. It is, according to a Toyota spokesman, not a car one seeks out for its own characteristics. Rather it�s something that someone who has already decided on a Corolla will spec up to as better than an ordinary Corolla. Perhaps. Still, Toyota expects about five percent of Corolla sales to be the XRS.

Whatever trim level, we see the tenth-generation Toyota Corolla as a significant improvement over its predecessors (though not so much in quality because there was less room for gains there). The 2009 Corolla rescues the model from the mundane just when its competitors are spicing up their mainstream econocoaches. Bo-ring? Not now. Not if you don�t want it to be.

Million dollar Marcos

Marcos Ambrose may be off to race a Toyota in the Sprint Cup premier class of NASCAR next season but he still wants to end 2008 – and his Ford connection – with a finish among the top 10 Nationwide Series pointscorers.

At the weekend, the Tasmanian scored his fifth top 10 finish of the 2008 NASCAR Nationwide Series with a solid run to ninth place in the O’Reilly Challenge at Texas Motor Speedway in Fort Worth.

Ambrose qualified his #59 Kingsford Tailgate Ford Fusion in 25th, but was a man on a mission during the race in the 200-lap race of the 1.5-mile oval.

He charged into the top 15 and steadily made ground towards a top 10 position in the middle stages of the race, displaying some of the best speed the #59 Kingsford Ford Fusion has shown all season.

With 23 laps remaining and with Ambrose in 10th place, a clash between Denny Hamlin and Juan Pablo Montoya brought out a caution period as the former Formula One star looped on to the infield.

Ambrose’s JTG Daugherty Racing crew executed a slick pitstop during the caution, getting their man back out on track in ninth position for the final run to the flag.





The Australian maintained his hard-won position to bag a valuable haul of points and leaving him well placed to finish in the top 10 in Nationwide Series points for the second-consecutive season.

“It was a good day for us,” said Ambrose, whose prizemoney earnings this year in Nationwide have raced past US$1 million (A$1.5 million).

“We fought all day. We had a fast car in practice. I did a bad job in qualifying, so we had to come back through the field.

“We did well but we just ran out of laps. The car was at its best the last 30 or 40 laps of the race. The track was coming to us and the car was coming to us.”

Only two races remain in the 2008 NASCAR Nationwide Series, and Ambrose sits just eighth points behind ninth-placed Jason Leffler and 116 points ahead of 11th placed David Stremme.

Kyle Busch won the O’Reilly Challenge ahead of Carl Edwards and Mark Martin, while sixth placed Clint Bowyer continues to lead the Nationwide Series drivers’ standings.

RESULTS: O’Reilly Challenge at Texas Motor Speedway Race 33 in the 2008 NASCAR Nationwide Series

1. #18 Kyle Busch 200 laps
2. #60 Carl Edwards
3. #5 Mark Martin
4. #20 Joey Logano
5. #6 David Ragan
6. #2 Clint Bowyer
7. #88 Brad Keselowski
8. #99 David Reutimann
9. #59 Marcos Ambrose
10. #64 David Stremme

2008 NASCAR Nationwide Series Standings After Race 33 of 35

1. Clint Bowyer 4817
2. Carl Edwards 4726
3. Brad Keselowski 4524
4. David Ragan 4310
5. Mike Bliss 4250
6. David Reutimann 4194
7. Kyle Busch 4126
8. Mike Wallace 3881
9. Jason Leffler 3838
10. Marcos Ambrose 3830

2009 Nissan Murano Road Test Review

SUVs usually look boxy. Aggressive, but boxy. Even crossover SUVs, even the relatively sleek ones, look mostly like boxes. The notable exception is the racy class of one-of-a-kind concept crossovers, which we can never own, just look at, wish for, and drool over at car shows.

Wish no more! When you lay eyes on the second-generation Murano, you'll want one. When we reviewed the first-generation Murano five years ago, we thought it looked cool. We thought it belonged in the shuttle bay of the Starship Enterprise. Crossover SUVs were still a fairly new idea back then, and when Nissan entered the field with the "sculpture in motion" theme of the Murano, theirs was an easily eye-catching design.

Now that the crossover is more common, being unique becomes more of a challenge, but one well answered by Nissan. The new Murano stands out. Its crisp lines and styling could be happy in an art gallery.

Step inside, and you're surrounded by amenities to improve driver and passenger comfort including lots of room for tall people front and rear, as well as ample room for cargo. Step on the gas, and the Murano sticks to the road with responsive handling and a comfortable ride. In keeping with the Murano spirit, this is a well-styled, competent crossover SUV.

The Murano comes in three trim levels, the base S, the SL, and the premium LE. Those of you familiar with previous models will be pleased to hear that the S and SL cost $1,500 less than before, making them more accessible to buyers. The more luxurious LE model has replaced the sportier SE. Many of the luxury options are not available in the base model, which is what makes it so affordable.

Mechanically, the S model is identical to the higher trim levels. This means that you get the same engine, transmission and running gear. Their main differences are amenities. Each model gets the extremely competent Nissan 3.5 liter engine, which has been upgraded to produce an increased 265 horsepower. The Continuously Variable Transmission (CVT) has also been refined, and now downshifts faster and provides more consistent acceleration. The previous CVT had received criticism for its lag and "rubber-band" feel.

The All Wheel Drive (AWD) system, optional in the S and SL models and standard in the LE, has also been revised, distributing equal torque to all wheels during acceleration. During cruising it routes most power to the front wheels for increased fuel economy. The AWD connects to the Vehicle Dynamic Control (VDC) system, integrating yaw sensors, wheel slip sensors, and steering angle sensors to redistribute torque between the front and back as needed to maintain vehicle stability, a boon during bad weather.

All this combines to give a smooth, strong powertrain. The new engine and CVT are also more efficient, and together with the torque management of the joined AWD and VDC, the result is improved mileage.

The Murano's acceleration is more than adequate. Nissan is not marketing this vehicle as a sports car, nor a sporty SUV. Their target demographic is the empty-nester and the baby-boomer, who we think will be satisfied.

The SL that we drove had a firm but comfortable ride, and stuck to twisting country highways with competence. The steering was responsive and gave a good feel for the road; in fact, the new hydraulic power steering was speed sensitive, stiffening at higher speed.

Road noise was quite low, wind noise was moderately low, and quiet conversation can be had at highway speed. In short, this is a great car for long distance travel.

Nissan did not skimp on comfort and convenience features in the SL and LE, with an 8-way power driver seat, 4-way power passenger seat (standard in the LE, optional in the SL), and standard reclinable foldaway rear seats. Heating for the front seats as well as the outboard rear seats are standard in the the LE. The SL makes front seat heating available as an option. Rear seat air conditioning is provided by pillar vents. A dual panel moonroof is available, one panel over the front seats and one over the rear seats, with one-touch open and close for the front. The sliding shade opens automatically.

As in previous models, the new Murano seats only five, but does so comfortably and leaves plenty of cargo space. The foldaway rear seats split 60/40, and power assisted rear seat return is standard in the SL and LE. Powered lift gate assist is standard in the LE and optional in the SL. Both the trunk and the foldaway seats have controls at multiple points in the car for easy access. A cargo organizer in the trunk pops open at the touch of a button to hold the equivalent of four bags of groceries securely, and it folds away neatly to consume almost no space. Did we mention that the rear seats recline? This is a nice touch.

Entertainment is a major focus in this car, with 11-speaker Bose sound, AM/FM/XM/CD/iPod/MP3/Aux-in audio jack or AV inputs standard in the LE, optional in the SL. If you wish, a 9.3 GB hard drive juke box can be added to the stereo to store the contents of several CDs. Also optional is a rear DVD entertainment system with a 9-inch display and wireless headphones. Note that the overhead-mounted DVD entertainment system is not available if you order the moonroof.

An optional navigation system utilizes XM's subscription-based NavTraffic to provide alternate routes around accidents and traffic congestion to drastically reduce the length of a drive.

The steering tilts and telescopes with optional power assist. The indicator cluster has been revised, with the speedometer dominant above a crisp new driver information display that is very easy to read. The layout of driver controls is sensible and controls are easy to see and reach. New in 2009 are illuminated steering wheel controls, with audio-/phone-hands-free-/voice-control on the left, and cruise-control on the right.

The center console displays information for the audio system and optional navigation system. For assistance when the Murano is in reverse, the display can include an optional rear-view monitor displaying a predicted vehicle path that changes as the steering wheel is turned (and a safety reminder to physically turn and look before backing up).

We find the center console control intuitive and easy to use. It is placed relatively high on the dashboard so that it doesn't pull the driver's eyes too far from the road.

The climate control is dual zone, which allows the driver and front seat passenger to set their own temperature. Another nice touch in the Murano is a diffusion screen on the top of the dashboard to permit dispersing conditioned air rather than blowing directly into the occupants' faces.

Other options include a hands-free Bluetooth phone system, an intelligent key that can be left in the pocket while you drive, leather seat surfaces, rain-sensing front wipers, high-intensity discharge xenon headlamps, heated outside mirrors, and roof-rails. Push-button ignition is standard in all models. Of interest to modern electronics junkies are 12-volt outlets in the dashboard, console, and cargo area, also standard across all models.

Finally, the LE model has available 20-inch wheels, providing a startling visual effect compared to standard 18-inch wheels. They somehow make the Murano embody that "made for the road" feel. We're not sure how Nissan achieves this emotional effect, but it works.

For all new models, safety remains a major focus. The Murano has earned five stars in side-impact ratings. Dual-stage supplemental front air bags, seat-belt sensors, front seat side air bags, front and rear side curtain air bags, and front seat active head restraints remain standard. Front seat belts have pre-tensioners and load limiters. The center rear seat has three-point restraints. There are tether anchors for child seats.

Tire-pressure monitoring is standard (no more circling the car in freezing weather at the gas station!), and the concert of yaw sensors, wheel slip sensors, torque distribution, traction control, and anti-lock brakes will help keep the vehicle under control in bad weather or emergency maneuvering.

All told, this is a beautiful, elegant, safe crossover SUV. It should drive well across the board, is affordable in the base S model and well-appointed in the luxury LE model. Updated and refined, it continues to stand out among the crossover class, and the Murano certainly catches the eye.