SUV show -- 2007 Toyota RAV4

The RAV4 is Toyota’s sporty compact SUV that was introduced in Japan in 1994 and arrived in the U.S. in January 1996. The second-generation RAV4 debuted for the 2001 model year.

The latest RAV4 has grown significantly, with a nearly three-inch longer wheelbase and more dynamic, less truck-like styling. At launch in Europe, it will have 2.2-liter diesel and 2.0-liter gasoline engines, but expect the U.S. version to have the 2.0-liter four and an available V-6, along with a longer wheelbase and available seven-passenger seating. The vehicle features Toyota's high-tech integrated Active Drive System in which stability control, all-wheel drive, and electric power steering are combined to ensure that even the most ham-fisted cannot fall off the road. In keeping with the safety theme, the RAV4 will be available with no fewer than seven air bags, including a driver's knee air bag. Inside, the most notable feature is one-touch folding rear seats.

The Toyota RAV4 was one of the models that kicked off the mini-SUV or "cute ute" segment when it launched in 1994. The RAV4 shed a bit of its "mini" image when it was redesigned in 2006, the new version offering both a third-row bench seat that expanded seating to 7 and an optional V-6 engine—both firsts for the RAV4. Despite its larger size, the RAV4 is still the entry-level offering in Toyota's SUV/CUV lineup, sized and priced just below the Highlander. It is available in standard, Sport, and Limited models.

The new RAV4 offers buyers a 166-hp, 2.4-liter 4-cylinder engine or a surprisingly large 269-hp 3.5-liter V-6. Both engines are available exclusively with an automatic transmission—a 4-speed for the 4-cylinder and a 5-speed for the V-6—and with either front- or all-wheel drive. The 4-wheel-drive (4WD) system automatically shifts power to the rear wheels as needed to maintain traction. The RAV4 doesn’t have a low-range transfer case, but it can be locked into 4WD mode at speeds under 25 MPH. Other off-road features include Hill-start Assist Control (HAC), which prevents the RAV4 from rolling backwards on a steep incline, and Downhill Assist Control, which maintains a steady speed on steep downgrades. HAC and DAC are standard on V-6 models and 4-cylinder models equipped with the optional third-row seat.

SUV show -- Honda CR-V

The CR-V is Honda’s compact SUV that is redesigned for 2007, featuring new exterior styling that trades the trademark rear-mounted spare tire and side-hinged rear door for a rear liftgate. The CR-V originally debuted in the U.S. in 1997, built on the Civic platform, and quickly became the best-selling compact SUV. The CR-V was redesigned for 2002, offering more power and smoother exterior styling.

The 2007 Honda CR-V is powered by a 166-horsepower 2.4-liter DOHC i-VTEC 4-cylinder engine with a 5-speed automatic transmission. The CR-V is offered in three trim levels, LX, EX and EX-L. Standard equipment includes 4-channel ABS, Vehicle Stability Assist, traction control, 17-inch wheels, tire-pressure monitoring system, air conditioning, AM/FM/CD audio system with MP3/WMA playback and four speakers, power door locks, power windows, and a retractable center tray table. The EX adds a moonroof, chrome grille, rear privacy glass, security system, steering wheel-mounted audio controls, a dual-deck cargo shelf, an AM/FM/6-disc in-dash audio system with six speakers, an exterior temperature indicator, and 17-inch alloy wheels. The EX-L adds leather-trimmed seats and armrests, heated front seats, body-colored side mirrors and door handles, XM Satellite Radio, available Honda Satellite-Linked Navigation with Voice Recognition and rearview camera, and an AM/FM/6-disc center console CD changer audio system.

About the SUVs

A sport utility vehicle, or SUV, is a passenger vehicle which combines the towing capacity of a pickup truck with the passenger-carrying space of a minivan or station wagon together with all or off road ability. Most SUVs are designed with a roughly square cross-section, an engine compartment, a combined passenger and cargo compartment, and no dedicated trunk. Most mid-size and full-size SUVs have three rows of seats with a cargo area directly behind the last row of seats. Compact SUVs and mini SUVs, such as the Toyota RAV4 and Suzuki Vitara, may have five or fewer seats.

It is known in some countries as an "off-road vehicle" or "four-wheel drive", often abbreviated to "4WD" or "4x4", pronounced "four-by-four". However, not all SUVs have four-wheel drive capabilities (see Mazda Tribute, for example). Conversely, not all 4WD passenger vehicles are SUVs (see, for example, Subaru Impreza).

More recently, manufacturers have responded to buyers' complaints that SUVs "drive like trucks" and demands for "carlike ride" with a new type of SUV. A new category, the crossover SUV uses car design and components for lighter weight and better fuel efficiency, but is no longer designed or recommended by the manufacturer for off-road usage or towing.

auto show -- 2007 Aston Martin DB9

The 2007 DB9 is a 2-door, 4-passenger luxury sports car, or convertible sports car, available in two trims, the Coupe and the Volante.

Upon introduction, the Coupe is equipped with a standard 6.0-liter, V12, 450-horsepower engine that achieves 12-mpg in the city and 19-mpg on the highway. The Volante is equipped with a standard 6.0-liter, V12, 450-horsepower engine that achieves 13-mpg in the city and 18-mpg on the highway. A 6-speed automatic transmission with overdrive is standard on both trims, and a 6-speed manual transmission with overdrive is optional.

About DB9
Launched at the Frankfurt Motor Show on Tuesday, 9th September 2003, the Aston Martin DB9, became the first car to be produced at the company’s modern facility in Gaydon, Warwickshire.

The innovative DB9 began an exciting new era for Aston Martin as it took on a fresh direction with new models.

Using a radical new aluminum bonded frame, the 2+2 DB9 remains one of the most sophisticated and technically advanced sports cars in the world. It successfully balances the attributes of a sports car with features normally found in luxury cars.

About the car
Each of the headlamps is set in a single aperture in the front wing.
There is no separate nose cone. The aluminum bonnet runs all the way to the leading edge of the car. This accentuates the length of the bonnet and the power of the car, all front cut lines emanate from the grille.

There are no computer gimmicks. Aluminum is used for door handles, on the dashboard, in the instrument cluster, and for some trim panels. The most distinctive use of aluminum is probably in the instruments. The dials are made from aluminum, and are of noticeable 'three dimensional' design. They are flood lit, not back lit - making them especially attractive and clear at night.

The engine is developed from the V12 used in the Vanquish. The advanced quad-cam 48-valve engine has been designed by Aston Martin engineers in partnership with Ford's RVT (Research and Vehicle Technology), and is unique to Aston Martin.

One of the finest and fastest sedans ever -- 2007 BMW Alpina B7

BMW Alpina B7 is unlike any other BMW, it packs a supercharger and 21-inch wheels and tires.It's a special one, sort of something limited, and turnes of the 750i.

The BMW Alpina B7 carries a base price of $115,695 and includes the interior and all the standard features of a 760Li including power sunshades and soft-close doors.Toss in the $1,300 gas-guzzler tax and the B7's MSRP is a knee-buckling $124,480. Or approximately three Saleens.
About Alpina

the B7 is only the second Alpina-modified BMW ever offered in America. The first was the Roadster V8, a car based on the Z8 Roadster, and BMW imported only 450 of them in 2002-'03.

Alpina first made its name when it helped BMW develop the lightweight BMW 3.0 CS of the early 1970s, but the company's recent models have delivered very high levels of performance at moderate engine rpm and with an automatic transmission. In other words, they contrast starkly with the machines developed by BMW M, which always feature high-revving engines backed by either a manual or sequential manual (SMG) transmissions.

Bolt on the Blower

The blower is a centrifugal supercharger bolted to the front of the B7's DOHC 4.4-liter V8. Although BMW fits its 750i with a 360-horsepower 4.8-liter V8, Alpina uses the smaller-displacement V8 used in this car's predecessor, the 745i. Alpina has also fortified the engine with a stronger bottom end, a lower 9.0:1 compression ratio and a new exhaust system.

The supercharger makes 12.0 psi of boost, which cranks up the engine's power peaks to 500 hp at 5,500 rpm and 516 pound-feet of torque at 4,250 rpm. That's up from 325 hp and 330 lb-ft of torque, so you should be considerably impressed. It's also 62 hp more than you get in the V12-powered 760Li.

Throttle response is a bit sluggish (probably due to that long intake tract), but all that grunt (along with the shorter final-drive ratio from the 760Li) is enough to make this the quickest 7 Series you can buy. Acceleration to 60 mph is accomplished in a neck-snapping 5.0 seconds flat, and the quarter-mile is covered in only 13.3 seconds at more than 108 mph.

Sure, an M5 will eat its lunch in the quarter-mile, but the B7 nearly matches the M5's 0-60-mph run of 4.8 seconds. It's a real testament to the B7's serious bottom-end torque, especially when you realize the B7 weighs 4,704 pounds — 700 more than an M5.

So the blower works, but it does its thing incognito. Blower whine is not part of the B7's soundtrack. Instead, its big V8 supplies its endless amounts of torque with a deep V8 bellow — again in stark contrast to the high-pitched exhaust sound of an M engine.

Backing the beast is the same six-speed automatic used in a 750i, but Alpina has fitted it with Switch-Tronic, a manual-shift program controlled by buttons located on the back of the Alpina steering wheel. The buttons work well enough, but the B7's transmission is not this car's finest piece. Aside from the fact that it makes every start from a stop in 2nd gear, we find it annoying that the transmission doesn't hold gears in manual mode nor does it match revs when downshifted. If the B7's engine might be ranked a 9.5, its transmission is just a 5.
Alpina does, however, get the B7's suspension just right. The combination of firmer suspension calibration and 21-inch wheels and tires sounds like a recipe for a teeth-chattering ride. But it isn't. The B7's ride is certainly on the firm side of the luxury sedan envelope, but it's remarkably smooth and compliant.

By the way, the design of these 21-inch radial-spoke rims is an Alpina signature. It features 20 slender spokes and mimics a design Alpina has used on every one of its models since the BMW 3.0 CS of the early '70s. And those 21-inch Michelins, well, they cost $550 apiece to replace. How do we know? Don't worry about it. Just keep the B7's stability control on or be ready to write a large check to your local tire shop.

Although the wheels are what everyone notices first about the B7, the sizable rear spoiler and the other tweaks to the look of this 7 Series don't exactly go unnoticed. Meanwhile, the interior additions are more subtle. Along with the three-spoke steering wheel, Alpina adds only badging and a new instrument cluster with a 200-mph speedometer.

Steering feel is exceptional and the factory-installed Active Roll Stabilization system keeps body roll in check. The B7's balance and overall grip is impressive. This very large, very heavy sedan generated 0.85g on our skid pad and blazed through our slalom at almost 69 mph. In other words, it handles as well as an M5, but with a much more agreeable ride.

The B7 also stops like an M5, hauling down from 60 mph in just 114 feet with absolutely zero fade after three hard stops. Again, this car weighs 4,704 pounds. Unbelievable. Alpina has accomplished this by fitting the brakes from the 760i — a model only sold in European markets — that feature rotors that are 1 inch larger in diameter.
The 2007 BMW Alpina B7 is one of the finest and fastest sedans ever.

An elegant brand -- Morgan Ⅲ

Morgan 4-Seater (2006)

The new Morgan 4 seater

New for 2006 is the exciting 4 seater from Morgan. Long awaited by aficionados, the 4 seater makes a welcome return with a raft of new specification, options and for the first time in its 70-year history, engine choice.

The Morgan 4 seater has never before been available with a range topping engine - until now that is. Unveiled at the Salon de L'auto in Geneva, Morgan is proud to introduce a 223 Bhp version, giving this model the highest power to weight ratio of any open 4 seater on the market.

Two engine variants are on offer, a lusty 145 Bhp 2.0 in the +4 4 seater, and the smooth and powerful 3.0 V6 Roadster 4 seater, both using versions of Ford's well proven Duratec engine delivering performance, economy and reliability which compliment the sheer practicality of this new model.

Major styling revisions to the rear of the car, and improved rear seat packaging mean that this is no cramped 2+2. A new hood system gives greater head room, sufficient for full sized adults to sit comfortably - not that the little ones have been left out, as two ISO fix child seats can now be accommodated in the rear.

For those continental trips, or just a visit to the local garden centre, one, or both rear seats can be folded forward to accommodate awkward loads.

Sidescreens now have painted lower sections, and a complete front to back wooden centre console can be ordered as an option, linking nicely with the traditional ash framed body - a Morgan hallmark. New too for 2006 are optional 18" stainless steel wire wheels.

Prices start from £32,020 including UK VAT for the +4, rising to £39,130 for the powerful 3.0 version. This coachbuilt family fun exemplifies individuality as only a Morgan can. Delivery is currently estimated at 6 - 12 months.

An elegant brand -- MorganⅡ

Morgan 70th Anniversary (2006)

4/4 70th ANNIVERSARY - A RECORD BREAKER FROM MORGAN

There are many motor manufacturers who can claim 70 years of continuous production, but it is only the Morgan Motor Company who can make this claim with the same model!

Launched back in 1936 the Morgan 4/4 remains in full production today. To celebrate this unique achievement, the Morgan Motor Company has unveiled a special model.

Appropriately named "70th Anniversary", just 142 cars will be built - two cars for every year of its production life since launch. Each car individually marked with the year it honours, and finished in period style.

With the specification subtly changing through the decades with period colours, trims and hood styles, the standard specification of fold flat windscreen, vintage dashboard, sheepskin bonnet strap and drilled steel wheels with chrome hub caps, all add highly visual links to the past.

A strong galvanised steel chassis carries coachbuilt bodywork of aluminium panels over an ash frame, built to the same tradition as the 1930s.

The 70th Anniversary limited edition cars have been fully tested and developed to meet all of the latest crash and emission standards with the latest 4/4s being powered by the super efficient 1.8 litre 125 bhp Ford Duractec engine.

Charles Morgan, Director and Grandson of the Company's founder said "we are really proud to celebrate this anniversary. We have made nearly 10,000 4/4s over the years. The fact that we have kept the essence and character of the car, whilst keeping the functionality and safety totally current is a testament to the original design, and the skills and ingenuity of our engineers at the factory in Malvern."

The 142 Anniversary cars will be priced at £27,950 including VAT, production runs from January to November 2006.

An elegant brand -- MorganⅠ

Morgan Aero 8 (2006)

Following its time honored tradition of continuous improvement rather than outright model change; Morgan has updated its high performance, lightweight Aero 8 for 2006.

The most striking change is the restyled front, that bears more than a passing resemblance to the graceful lines of the AeroMax coupe that starred at last year's Salon de L'auto at Geneva. Now the all-aluminium super performer sports more traditional Morgan lines, whilst preserving its remarkable handling and performance.

The race proven bonded aluminium chassis and the coach-built body remain …..a hallmark of all Morgans. Under the traditionally styled bonnet you will find the very latest version of the 4.4 V8 from BMW, incorporating their brilliant Vanos and Valvetronic control systems. Combining its 325 Bhp with the lightweight construction delivers a class busting 284 Bph/tonne adding up to a 0-62mph time of under 4.5 seconds and a top speed of over 160 Mph (256 Kph). Yet it also possesses the ability to come to a full stop, from 62 mph in just 35.8 metres, or put another way, less than 9 car lengths.

Bosch ABS, Electronic Brake Distribution and Drag Torque Control all combine to maximise balance and poise without over compensating for driver involvement, leading to a unique driving experience delivering safety, high performance and a highly involving driving experience.

The range of standard equipment has been further improved, with the addition of Driver and Passenger Airbags, ABS, cruise control, remote central locking, remote tyre pressure monitoring, headlight wash and an optional lightweight hard top.

Over 400 Aero 8s have now been produced by the Malvern Link factory since 2001, and 2006 is set to be a record year for Morgan's top model.

Priced at £62,500 including UK VAT, this coach-built supercar exemplifies the individuality for which Morgan is famous. Delivery is currently estimated at 6 - 12 months.

The Rolls-Royce Series -- Rolls-Royce Phantom Drophead Coupe (2008)(2 pic)

Rolls-Royce Phantom Drophead Coupe

Rolls-Royce Launches Phantom Drophead Coupé at Detroit

Rolls-Royce Motor Cars will unveil its new Phantom Drophead Coupé at the Detroit Motor Show on Sunday 7 January. Production of the new car will start at Goodwood in the summer of 2007.

The two-door, four-seat convertible is a less formal interpretation of classic Rolls-Royce design. Using the lightweight rigidity of an all-aluminium spaceframe, it marries modern technology to a sleek, streamlined convertible body.

Its exterior lines echo the timeless styling of the great Rolls-Royce cars: a long bonnet, large-diameter wheels, short front and long rear overhangs and the quintessential dynamic line descending along its flanks. Inside, the design emphasises the airy openness of top-down motoring, embracing the elements and creating a stunning, social environment.

Rolls-Royce Motor Cars Chief Designer, Ian Cameron, said, “This car gave us the chance to think about the very nature of convertible motoring and in particular what it means to Rolls-Royce. Above all we were determined to make this car a joy to live with and engineered it to give years of effortless service to its owner.”

A number of features first seen on 100EX, the experimental convertible shown by Rolls-Royce in 2004, have been engineered into the new Phantom Drophead Coupé. Two of the most visually striking of these are the brushed steel bonnet and A-pillar and the teak decking for the rear hood cover. The brushed steel is machine finished to give a uniform grain before undergoing extensive hand polishing to achieve a perfect sheen. At the rear, the teak decking is treated with a carefully blended mix of oils to preserve a natural finish and a long lasting lustre that is as beautiful as it is hardy.

Front opening coach doors have been homologated for the new car and add considerably to the ease of access to the rear seat, as well as to the overall aesthetics. Unique to Rolls-Royce, the doors dramatically transform the Phantom Drophead Coupé’s looks, giving a side profile reminiscent of classic sports cars of the ‘60s. Crucially, they also aid the overall stiffness of the body as the rear hinged doors allow for an uninterrupted A-pillar.

Luggage is housed within a picnic boot, a split tail compartment that opens in two parts giving easy access to the 315 litres of space. The lower tailgate provides a comfortable seating platform for two adults when lowered. Careful engineering of the folding soft-top roof means that it stows in a relatively small space resulting in a luggage compartment that remains unaffected regardless of whether the roof is up or down.

The fabric hood is the largest of any modern convertible car and its acoustic insulation is exemplary. Five layers of material ensure that the cabin remains a serene space, even at speed. Lined with cashmere it has been tailored to stow in a relatively small space.

At the core of the Phantom Drophead Coupé is an advanced aluminium chassis, perhaps the single most significant component in delivering the marques legendary refinement. Lightweight and exceptionally strong, it impacts positively on ride comfort, handling and safety. Hand made, it requires over 140 meters of welding in each chassis. Power is supplied by the same 6.75 litre naturally aspirated V12 engine found in the Phantom saloon, giving brisk performance and a 0-60mph time of 5.7 seconds.

Rolls-Royce Motor Cars Chairman and Chief Executive, Ian Robertson, said, “The Phantom Drophead Coupé marks the next chapter in our history. While the saloon continues as the brand flagship, the Drophead leads us in a more informal direction, attracting new buyers to the marque. In the coming years other new models will strengthen the company still further.”

The Phantom Drophead Coupé has been carefully crafted to be aesthetically pleasing, yet practical too. Wood, leather, chrome and brushed steel have been used where most appropriate. Form and function have equal billing. The simplicity of the design belies a car built to provide years of effortless service. It will offer owners an unparalleled convertible experience, combining compelling driveability with exceptional engineering, technology and design – hand crafted from the finest materials to an exceptional level of quality.

The Rolls-Royce Series -- Rolls-Royce Phantom Silver (2007)

Rolls-Royce Phantom Silver

PHANTOM SILVER MARKS 100TH ANNIVERSARY OF SILVER GHOST

Rolls-Royce has produced a limited edition, named Phantom Silver, to mark the 100th anniversary of the Silver Ghost. The special model, of which only 25 will be made, pays homage to the one of the most famous automotive names of all time.

First built in 1906, specifically to publicise the then new Rolls-Royce 40/50 h.p. six-cylinder model, the Silver Ghost established the Rolls-Royce reputation for reliability and engineering excellence. The name was coined in 1907 by Rolls-Royce Managing Director, Claude Johnson, by virtue of its silver coachwork and its 'extraordinary stealthiness'. The original Silver Ghost, registered AX-201, competed in the 1907 Scottish Reliability Trial, for which it won the gold medal in its class for hill climbing speed and reliability. The Silver Ghost went on in that year to break the world record for a non-stop motor run, covering a London to Glasgow route 27 times, with mileage totaling 14,371 miles.

More than 6,000 "Silver Ghosts" were built between 1907 and 1925, and sold in every corner of the world. The majority are still in good running order.

In tribute to the specifications of the original, the Phantom Silver is finished in a new Bespoke paint, Metallic Ghost Silver. The 21-inch wheels have chrome centres and on top of the grille sits a hallmarked solid silver Spirit of Ecstasy. Inside, Rose Leaf or Crème Light leather is accompanied by seat piping and headrests embroidered with the Rolls-Royce interlinked RR badge. Straight grained Santos Palissander wood veneer is used throughout. The same veneer is also used on a specially designed presentation box that houses the key, two solid silver key fobs and a specially commissioned solid silver Conway Stewart fountain pen.

Rolls-Royce Chairman and Chief Executive, Ian Robertson, said, "The Silver Ghost is such a significant model in the history of Rolls-Royce that we felt marking its 100th anniversary was entirely fitting. Its extraordinary reliability, refinement, comfort and virtually silent running were as important to Rolls-Royce in 1907 as they are today."

Phantom Silver specification

• Bespoke Ghost Silver paintwork
• 21-inch alloy wheels chrome centre caps
• Roseleaf or Crème Light leather interior trim
• Santos Palissander veneered wood
• Coolbox
• Solid silver and enamel Conway Stewart pen
• Solid silver key fob
• Solid silver Spirit of Ecstasy
• Bespoke drinks holder
• Bespoke champagne flutes and tumblers detailed with silver
• White instrument dials
• Bespoke clock matched to instrument dials
• Phantom Silver tread plates

Top Sedan -- 2006 Rolls-Royce Phantom (4 pic)

Introduction

The 2006 Phantom is a 4-door, up to 5-passenger luxury sedan, available in one trim only, the Sedan.

Upon introduction, the Phantom is equipped with a standard 6.75-liter, V12, 453-horsepower engine that achieves 12-mpg in the city and 19-mpg on the highway. A 6-speed automatic transmission with overdrive is standard.

Ranking as the sixth-generation Phantom, the ultra-luxury sedan holds a 453-horsepower, 6.8-liter V-12. Aluminum space-frame construction makes the sedan the lightest structure ever used by Rolls-Royce.

Though it's no lightweight at more than 5,500 pounds, Rolls-Royce says the Phantom can accelerate from zero to 60 mph in 5.7 seconds. Both regular- and long-wheelbase versions are offered. Little has changed for the 2006 model year, but Rolls-Royce now offers a partition option for long-wheelbase Phantoms that provides more privacy for rear passengers.

All mechanical components, painted body panels and onboard technology are created in Germany under BMW auspices. These items are then sent to southern England for final assembly and personalization of the sedan's interior.

Both the vast space allotted for passenger privacy in the backseat and the rear-hinged back doors are reminiscent of the past. Those "suicide doors" permit easier access to the rear compartment and can be closed at the touch of a button so occupants need not suffer the indignity of a wet arm if it happens to be raining.

Want a cheap SUV? Why not choose Suzuki's Bland Vitara.

Why not consider buying an SUV this summer?

It's not exactly an idea that's on the minds of most consumers, but SUVs may actually make economic sense right now for some buyers. With gasoline prices soaring, SUV sales continue to plummet and manufacturers are slapping big discounts not just on gas-guzzling behemoths but also on some small, relatively fuel-efficient models. When you can buy a well-equipped, four-wheel-drive SUV for $21,000 or less, the low price may offset the extra money you'll have to pay for gas.

The '07 Suzuki Grand Vitara is an example of what I'm talking about. I wouldn't buy one for daily commuting, but the Grand Vitara has real advantages for anyone with an active outdoor lifestyle. It's a rugged, compact SUV that, unlike most of its main rivals, has genuine off-road capabilities. To me, it's an ideal second or third vehicle to use at a vacation cabin or ski chalet, or to tow behind a recreational vehicle on long vacations. It isn't the best vehicle in its class, but it's probably good enough to last a long time and comes with a seven-year/100,000 mile fully transferable warranty that may be the best on the market.

Up Front

The Grand Vitara's price is definitely right, too. The least expensive all-wheel-drive version starts at $21,549 with a stick shift and $22,649 with an automatic transmission. Even the top-of-the-line Grand Vitara Luxury with a moon roof, leather seats, and wood-grain interior trim starts at just $25,649, with all-wheel drive and an automatic transmission. (There's a rear-wheel-drive-only version that starts at just $20,029 with a stick shift.) These are all-in list prices, too; there are virtually no options for which you have to pay extra on the Grand Vitara.

If that weren't inexpensive enough, Suzuki dealers are offering big rebates on '07 Grand Vitaras through the end of August. There's a basic $1,000 cash rebate, plus an additional $1,000 "loyalty" bonus if you already own a Suzuki, and another $1,000 off for recent college grads. Buyers have been getting an average rebate of $1,476, according to the Power Information Network (PIN). Those givebacks have brought the Grand Vitara's average selling price down to a little over $21,000.

Rival small SUVs—including the Ford (F) Escape, General Motors' (GM) Saturn Vue, and the Kia Sportage and Sorento—are also being heavily discounted and currently sell in the same price range. So buyers have a lot of leverage.

At such a low price, the Grand Vitara offers excellent value. It was upgraded as of the '06 model year and is now bigger and has a much nicer interior than the original Grand Vitara, which hit the market in 1999. Even the basic '07 Grand Vitara comes standard with full-power accessories; antilock brakes; traction and stability control; tire pressure monitors; steering-wheel-mounted audio controls; and front, side, and side-curtain airbags. All versions are powered by a 2.7-liter, 185-horsepower V6 engine.

The Grand Vitara's downside is the same as that of other SUVs: mediocre fuel economy. It uses regular gasoline, but with all-wheel-drive it's rated only to get 19 mpg in the city and 23 on the highway (16 city/22 highway under the more stringent 2008 government mileage ratings). In 254 miles of mixed driving, I got 20.3 miles per gallon in a four-wheel-drive Grand Vitara with an automatic.

If you want a Suzuki SUV with better mileage, you have to step down to the smaller, even cheaper Suzuki SX4 all-wheel-drive wagon, which has a 2-liter, 143-horsepower, inline four-cylinder engine and starts at an incredibly low $15,624 for the base model with a stick shift. The SX4 is rated to 25 mpg in the city and 30 on the highway. However, the Grand Vitara is a better-made and roomier vehicle than the SX4.

As with most SUVs, the Grand Vitara's sales have been lousy lately. In the first half of this year, Grand Vitara volume fell 26%, to 10,990 units. However, price discounts helped slow the falloff in June, when sales were down only 11% for the month.

The buyer profile for the Grand Vitara is similar to that of other compact SUVs. The purchaser's average age is 47, and nearly half of them are women, according to PIN. Nearly two-thirds of buyers finance their purchase, while 20% pay cash and only 15% lease. (Like BusinessWeek, the Power Information Network is a unit of The McGraw-Hill Companies (MHP.)

Behind the Wheel

The Grand Vitara's big selling point is its versatility, especially if you go off-road or do a lot of winter driving in the snowbelt. This is a compact SUV, but there's nothing namby-pamby about its capabilities.

The Grand Vitara has a relatively high ground clearance of 7.9 inches. It also comes with a low-range four-wheel-drive option for use in rugged conditions. A transfer switch allows you to choose among three settings: the "4H" setting for normal driving, "4H Lock" to increase traction when you're driving on slippery roads, and "4L Lock" for hunkering down in mud or snow at low speeds. In "4L Lock," the antilock brakes and stability control automatically turn off at low speeds, and torque is increased so you can negotiate steep hills and even do some rudimentary rock climbing.

Maximum towing capacity is 3,000 pounds, plenty for hauling small boats and trailers. The transmission also has a neutral setting that makes it easy to haul the Grand Vitara behind a recreational vehicle without damaging the drivetrain.

In everyday driving, the Grand Vitara has a car-like ride. It cruises along quite nicely at highway speeds, though the cabin is noisier than in most sedans. It's no Ferrari, but it's quick enough for everyday purposes. In accelerating from 0 to 60 mph, I usually had times of around 10.5 seconds in a four-wheel-drive test vehicle with an automatic transmission.

Maximum seating capacity is five, but four is more realistic if all the passengers are adults. There's plenty of legroom for average-size adults in both the front and rear seats, and there's room to slide your feet under the front seats when you're sitting in back. Head space in the backseat is a little tight, however.

The rear seatbacks fold down in a 60/40 pattern and can be rolled up against the backs of the front seats, creating a large cargo space in back. The rear-seat headrests retract easily and pop back up at the push of a button. This makes it easy to retract the headrests and improve visibility through the rearview mirror when there are no passengers in the rear seat.

I have doubts about how sturdy the Grand Vitara will prove to be over the long term. There are too many flimsy plastic parts in the interior, even on the "luxury" model. The plastic rear-seat cup holders, which open out of the back of the rear console, don't seem sturdy enough to last. Ditto for the cover over the rear cargo area. I took it off to put the rear seats down, then had trouble getting it back on, and I don't think the little plastic clips that hold it in place will endure many years' use.

The instrument panel is also made in multiple parts and seems likely to develop rattles and squeaks over time. My test car—which had fewer than 6,600 miles on it—had already developed a dashboard rattle that was quite audible on bumpy roads, as well as a rattle in the ceiling light, or headliner, just behind the driver's right ear. The leather seats on my test vehicle were soft and seemed likely to be durable, but there was far too much unattractive shiny black plastic on the doors and instrument panel.

Buy It Or Bag It?

With gasoline prices so high, there's no point in buying an SUV unless you really need one. But for people who actually need a rugged vehicle with good cargo and towing capacity, you can't beat the price of compact SUVs right now. That's especially true if you won't be putting a lot of miles on the vehicle annually.

Don't buy a Grand Vitara without bargaining hard, though. The '07 Saturn Vue, Ford Escape, and DaimlerChrsyler's (DCX) Jeep Patriot are all selling for under $22,000 right now on average, according to PIN. Even the brand-new '08 Vue and Escape sell for under $23,000 at the moment (the '08 grand Vitara is due out soon, but won't differ much from the '07).

It's a buyer's market, so if your Suzuki dealer won't come down on price, the Ford, Saturn, Jeep, or Kia dealer down the block probably will.

Ferrari's New 430 Scuderia (4 pic)

The new Ferrari 430 Scuderia will join the road-going V8 line-up alongside the F430 coupé and the F430 Spider. The Ferrari 430 Scuderia is a truly high-performance 2-seater berlinetta which demonstrates how Ferrari's Formula 1 know-how is carried across to its production cars.

The new model is a special series based on the F430 and is aimed specifically at Ferrari's most passionate and sports-driving oriented clients. Development focused on light weight, minimum trimmings and innovative technology. All this to exalt the car's extremely high-performance and ability to thrill the driver.

The new car can count on an extremely low weight-to-power ratio of just 2.45 kg per hp thanks to a low dry weight of just 1250 kg - 100 kg less than the F430 - and to the naturally-aspirated 4308cc V8's 510 hp at 8500 rpm.

Superb performance both on and off the track is assured by a series of cutting-edge solutions. There is the latest software - F1 Superfast - which reduces gearchange times to just 60 milliseconds, and new traction control which, for the first time, combines the E-Diff electronic differential and the F1-Trac traction and stability control in a single integrated system.

Vehicle dynamics, control and performance thus represent the zenith of Ferrari's achievements in terms of developing road-certified sports cars.

The Ferrari 430 Scuderia will be officially unveiled by Michael Schumacher at the IAA Motor Show in Frankfurt in September 2007.

What's hot in Chinese auto market?

Audi A6

A high-end Chinese version of the Audi A6 series luxury sedan goes for an estimated $105,000 on the mainland, so this car isn't for everyone. Still, the A6 continues to enjoy stellar mainland sales, which helped push its parent, Volkswagen's, group China sales up 40% this year to April. And with the emergence of a China's new rich, the outlook for luxury auto brands looks bright.

Peugeot 206

French carmaker PSA Peugeot Citroen has had its share of difficulties in China. Its joint venture with Chinese auto maker Dongfeng Motor has lost a pile of money over the last two years. This year looks better, the company maintains, and it's counting on a stronger performance of its compact Peugeot 206 ($10,750). A hatchback version was unveiled this year.

Buick Excelle

Chinese car consumers love the Buick brand, and the robust sales performance of the Excelle sedan contributed to a 35% jump in group sales for General Motors on the mainland in 2005. GM offers a hatchback and station wagon of the Excelle in China, which run about $12,623.

Ford Focus

Like GM, Ford is getting a much needed performance boost from its China operations. And its locally-made Ford Focus sedan, launched in the second half of 2005, is a big hit with mainland car consumers. Ford passenger vehicle sales -- both imported and locally produced -- in China grew by 40% in 2005, and more than doubled year-ago figures during the first quarter of 2006.

What's hot in Chinese auto market?

It is said that U.S. carmakers will cooperate with Chinese automakers to sell cheap cars in America. I don't know if the U.S. is ready for cheap Chinese cars, but the Chinese auto market is absolutely a growing new star on the planet right now. Last year, the country's passenger car sales jumped 26%, to 3.1 million vehicles, and that pace accelerated to 60% in the first quarter of 2006. The mainland is now the world's third biggest in terms of total passenger car, truck, and commercial vehicle sales behind the U.S. and Japan. And foreign and Chinese auto makers are tripping over each other to turn out new or redesigned models to keep up with the white hot demand.
Here is a look at what's hot on the mainland.

Chery QQ

This popular Chinese compact is a bargain at about $5,000 and has improved greatly in quality and safety in recent years. It's a leader in the hotly competitive entry-level compact category, and may be exported in large numbers to the U.S. later in the decade.

Great Wall Safe SUV

Rugged and durable, the Great Wall Safe ($9,350) is ideal for cross-country trips outside of China's major urban centers. It gets good fuel efficiency for its class, and the Safe boasts plenty of interior space and cargo room.

Toyota Camry

Toyota will start production of its globally popular franchise sedan model in China starting in late May. No word on price yet, but Toyota thinks this could be a winner on the mainland. It already sells other models such as the Vios compact and the Reiz, Corolla, and Crown sedans. Toyota is aiming to boost its Chinese market share to 10% by early next decade, vs. 4% now.

Volkswagen Jetta

China is a crucial market for German auto maker VW, which has lost ground, and its once dominant market share. Still, Jetta remains one of its most reliably popular models on the mainland. It goes for about $12,225.

Chevrolet Lova

General Motors is in grim shape in North America, but not so in China. Sales for its Buick and Chevrolet offerings, including the new Lova compact ($10,225), are robust on the mainland. How did it come up with the name Lova? Last winter, GM held an online contest to come up with a name for the new Chevy.

History of famous car makers -- Karl Benz (Carl Benz)

Karl Benz (Carl Benz)
In 1885, German mechanical engineer, Karl Benz designed and built the world's first practical automobile to be powered by an internal-combustion engine. On January 29, 1886, Benz received the first patent (DRP No. 37435) for a gas-fueled car. It was a three-wheeler; Benz built his first four-wheeled car in 1891. Benz & Company, the company started by the inventor, became the world's largest manufacturer of automobiles by 1900.

Biography
Karl Friedrich Benz was born in 1844 in Baden Muehlburg, Germany (now part of Karlsruhe). He was the son of an engine driver. Benz attended the Karlsruhe grammar school and later the Karlsruhe Polytechnic University. In 1871, He founded his first company with partner August Ritter, the "Iron Foundry and Machine Shop" a supplier of building materials.

Benz began his work on a two-stroke engine, in hopes of finding a new income. He received his first patent in 1879. In 1883, he founded Benz & Company to produce industrial engines in Mannheim, Germany. He then began designing a "motor carriage", with a four-stroke engine (based on Nicolaus Otto's patent). Benz designed his engine (958cc, 0.75hp) and the body for the three-wheel vehicle with an electric ignition, differential gears, and water-cooling. The car was first driven in Mannheim in 1885. On January 29, 1886, he was granted a patent for his gas-fueled automobile (DRP 37435) and in July, he began selling his automobile to the public.

In 1893, the Benz Velo became the world's first inexpensive, mass-produced car.

In 1903, Karl Benz retired from Benz & Company; his designs were already outdated by Gottlieb Daimler. He served as a member of the supervisory board of Daimler-Benz AG from 1926, when the company was formed, until his death.

He married Bertha Ringer in 1872, who played an active role in his business, together they had five children. Karl Benz passed away in 1929.

Accepted as the inventor of the motor car Karl Benz first unveiled his Benz 3-wheeler in 1885 at Mannheim. (Germany) The vehicle was powered by a water cooled gas engine that was driven by the vapour of ligroin, or benzine. The rear wheels received the power by a pulley and belt that were attached to a transmission shaft whilst the water cooling was by water evaporation in a jacket round the cylinder. Despite inventors like Gottlieb Daimler who worked on 4-wheeler designs, Benz stuck to a 3-wheeled design for many years producing many vehicles but in the days before tarmac roads, many common place roads consisted of two rutted tracks left by horse drawn coaches. Whilst the 4-wheeler would often run in these ruts the front wheel of a 3-wheeler was running on uneven ground creating a bumpy ride and placing great stress on the structure of the vehicle itself. Benz had initially designed his vehicle as a 3-wheeler to overcome problems with steering.

In 1888 Benz started to advertise his 3-wheeler but the public refused to buy it. It was after his family (his wife and two sons) stole the car one night and drove it from Mannheim to Pforzheim (Approximately 65 miles) that the public became fascinated by it and the Benz started to sell. From 1893 Benz then changed his vehicle to a 4-wheeled design (The Benz Viktoria). Benz then later merged with Daimler to become Daimler-Benz. or Mercedes-Benz as most people know of it today, The name "Mercedes" came from one of Daimler's business partners, Emil Jellinek. Emil Jellinek was an Austrian businessman, who had a young daughter, named "Mercedes". He was also an avid car-racer and was known among his circles as "Monsieur Mercedes". In the early 1900s, Jellinek was fascinated by the latest model cars provided by Daimler-Motoren AG, and bought a bunch of them, giving the crucial capital and exposure to different markets. He had two conditions for buying these cars from Daimler: First that he would become sole-agent in the Austrian-Hungary monarchy, France, and US, and secondly, the car would be named after his daughter, Mercedes.

Bigger, heavier Scion xB

Scion debuted in 2003 as Toyota's bid for the hoodies-and-Vans set. From the beginning it was clear Scion's brand mandarins had taken a big screwdriver to the collective heads of Gen Y, a demographic so savagely targeted from the moment of birth as to make it intensely allergic to anything like conventional advertising. Scion generated its own owner culture, with Scion concerts, ring tones, car shows, clothing, sponsored exhibitions, Second Life environments and other insidious bits of affinity marketing.

To help deepen a sense of ownership, Scion sells its cars monospec, which is to say, with almost no factory options. Buyers can customize their rides with dealer-installed accessories (I'm partial to LED-lighted foot wells and cup holders, myself), sound systems and performance mods, such as lowering springs, sway bars and cold-air intakes. Not custom enough? There are vast warehouses of Scion-specific aftermarket chintziness available. To avoid freaking out inexperienced car buyers, Scion dealerships practice "pure pricing," which is basically no-haggle pricing, except it's pronounced, "Don't, like, haggle me, bro." The original Scion lineup comprised the xA subcompact, xB space van (a retread of a Japan-market Toyota bB) and the tC sport coupe, all of them well equipped and aggressively priced. The underperforming xA has since been discontinued, to be replaced this summer by the xD, a new five-door subcompact hatch. The beautifully styled tC quickly established itself as the price-performance bogie in the subcompact coupe segment.

The surprise was the xB, for which Totoya/Scion initially had low expectations -- and why not? It looked like Frankenstein's head on four wheels. But the xB caught on, and not just with tatted-up kids but with their elders. Why? The practical reasons, surely. The car was cheap, economical (powered by a thrift-intensive 1.5-liter, 108-hp inline four), and tremendously useful, with loads of cargo space inside that great rectilinear mess of a cabin. Meanwhile, the sheer strangeness of the shape -- the bumper jutted out like Alfred Hitchcock's lower lip -- seemed playful, a bit of inspired anti-snobbery that foiled the sleek-equals-cool expectation. As for the twentysomething buyers, I don't doubt that they vibed to the Pacific Rim hip of the xB, which emerged out of the Japanese industrial aesthetic of cubistic cuteness (also on display in the Honda Element and the coming-soon Nissan Cube). This is design that puts the funk in function.

The second-generation xB is, by the finely calibrated scales of postmodern design, less winsome and ironic, less a thumb in the eye than a finger in the wind of the marketplace. The new xB is softer and more aero-sophisticated. The front bumper has been integrated into the front clip. Most prominent, the cabin glass is narrower, squeezed to a tapering, tinted, gun-slot aperture between the higher beltline and the lower roof. This makes the xB look lower, even though the overall height is the same.

That's the only dimension that remains the same. The vehicle is up a full foot in length (167.3 inches) and 2.8 inches in width, over a wheelbase stretched 4.0 inches. The measurement that has provoked the most misery in version 1.0 partisans is weight: The new xB weighs a whopping 600 pounds more.

To compensate for the additional mass, Scion has borrowed the family's 2.4-liter, 158-hp inline four, the same as appears in the tC, and paired it with a five-speed manual or four-speed automatic. Tuners, take note: This engine has been turned in the engine bay so that all the stuff you might want to modify (like the induction system) is squeezed against the firewall.

So then, what's to celebrate?

Just about everything, starting with the fact that xB feels a hundred times more substantial than before. The booming hollowness is gone, as are the unpleasant droning notes that seeped into the cabin at speed. The first xB drove like a bad case of tinnitus. The 600 pounds are not wasted ballast. This car comes comprehensively equipped for its class, including front and rear disc brakes; ABS, traction control and stability control; 16-inch tires; front-side and side-curtain air bags; keyless entry; power doors and windows. Our test car, priced at $18,339, left me wanting nothing in equipment.

The new xB has 28 additional cubic feet of cargo space (with the rear seats folded) and what feels like miles more shoulder and hip room in the front. The centrally located instrument panel, with its bank of overlapped rotary displays, syncs up visually with the round air outlets.

I lament the decline in fuel economy (about 15 percent, I figure), though the new xB 22/28 city/highway miles per gallon isn't awful. Flat-out merging-lane acceleration is better, and all-around liveliness and maneuverability is improved with the engine's 162 pound-feet of torque, up 57 pound-feet from the previous engine.

Thanks to strut fronts and torsion-beam rear suspension, the car's handling is more deliberate than before -- a consequence of the increased curb weight -- but it's still a minor hoot to drive.

To be sure, the new xB is not as much a cult object as before. It's bigger, heavier, unquestionably more mainstream, with a kind of American hot-rod conventionalism (the chop-top roof) supplanting the Asian preciousness.

Peugeot 4007 2.2 HDi

Peugeot 4007 2.2 HDi is the production under the cooporation between Mitsubishi and PSA. Three is the magic number - at least, that's what Peugeot is hoping. Its new 4007 is the third and final product of a collaboration which has already given us the Citroen C-Crosser and Mitsubishi Outlander.

As with Citroen, this is the Lion's first attempt at an SUV, and the firm is hoping to cash in on a booming 'soft-roader' market when the model goes on sale later this month.

But the newcomer is set to plunge into an extremely competitive sector. Even if you ignore its two sister cars, the 4007 is facing up to contenders such as the Hyundai Santa Fe, Honda CR-V and the latest Land Rover Freelander, not to mention the Vauxhall Antara.

Similarities with the Outlander and C-Crosser are immediately obvious. From the base of the windscreen back, the bodywork is identical, although Peugeot has added all-red rear light lenses. As with its cousins, however, the 4007 does get its own distinctive nose treatment - yet it's the least attractive of the trio.

The gaping grille, heavy-handed badge and long overhang provide it with an ungainly appearance. Unlike the Citroen and Mitsubishi, the Peugeot's front end looks as though it's been tacked on as an afterthought.

There are no nasty surprises waiting once you climb into the cabin, as the layout is exactly the same as in the other models. That means a commanding driving position, good build and decent materials.

Specify the optional sat-nav unit and you'll also be treated to a powerful Rockford Fosgate sound system - although the large bass speaker is mounted in the boot, and takes up valuable luggage space.

On the whole, practicality is a real strength. Unlike most offerings in the sector, the 4007 features a five-plus-two seating layout. The third row is only really suitable for occasional use, and the folding mechanism for these rearmost chairs is fiddly. Helpfully, though, once you have mastered the set-up, the seats drop flush into the floor when they're not needed.

Out on the road, the strong similarities between the Peugeot and its cousins continue. Under the skin, the car features identical chassis settings, and that translates into a polished performance. Precise steering, strong grip and a surprisingly supple ride all add up to a driving experience which is very saloon-like.

Its agility is aided by a complex four-wheel-drive system. The set-up is electronically controlled, so drivers can switch between front and all-wheel-drive modes simply by twirling a knob between the front seats.

You'll find it's best to direct power to all four corners. The 156bhp 2.2-litre HDi engine delivers a healthy 380Nm of torque at only 2,000rpm, and so torque steer is an issue when accelerating hard in two-wheel-drive mode. Otherwise, the turbodiesel com-bines decent pace with impressive smoothness and refinement.

It's reasonably green as well. With CO2 emissions of only 191g/km and fuel consumption of 39.2mpg on the combined cycle, the 4007 is one of the most environmentally friendly off-roaders you can buy.

In the UK, buyers get a choice of only two trim levels: SE and GT, costing £22,790 and £25,490 respectively. The Citroen carries an identical price, but the Mitsubishi undercuts both, and also offers a wider range.

So if you want an easy-to-drive SUV with seven-seat practicality and a refined, frugal diesel powerplant, this could be the car for you. All you have to decide is which badge you want on the bootlid.

2007 BMW 335i Coupe

BMW has been in the 3 Series game since Gerald Ford was cracking his knuckles in the Oval Office. It's getting pretty good at the game, as evidenced by the outstanding latest version of the 3 Series, which debuted as a 2006 model in "E90" sedan form only. As in previous generations, the coupe version is released just when the panting over the sedan has subsided.

With the 2007 BMW 335i Coupe, the second-stage booster of the 3 Series family is alight, hurtling the 3 Series along its intended path with renewed thrust. Really, though — does anyone need a coupe version of the newest 3 Series? The coupe would only be gilding the lily if it didn't offer up anything other than sheet-metal revisions.It does, and you do.

New metal, familiar face

Longer, lower and completely restyled, the coupe shares critical chassis and suspension hard points with the sedan. To our eyes, the coupe is the more attractive of the two, especially from the rear. BMW's design team was shooting for elegance in the exterior styling, and it is indeed handsome without resorting to tiresome retro design cues.

It's a little puffy-looking in the midsection, but that's hard to avoid considering the 3 Series has grown the way it has. Remember the 8 Series Coupe? Well, the 335i rides on a wheelbase 3 inches longer than that car. Fortunately, the 335i avoids the perpetual weight gain of modern cars, squeaking in at 22 pounds lighter than its sedan stablemate, despite besting the sedan's chassis stiffness by 25 percent.

Inside, the coupe's cabin looks familiar, but those are redesigned front seats mounted a little more than half an inch lower than in the sedan. Like a robotized butler, new automatically deploying "feeders" shove the belts to within easy reach of front-seat occupants, and disappear from view when not needed. A neat touch.

The rear seat is divided by an extension of the center console, making the coupe a 2+2 only. Usually this is a proclamation of useless packaging, but in reality the rear seats are still sensibly sized, accommodating the extremities of 6-footers in relative comfort.

The turbo engine for those who don't like turbo engines

Powered by a twin-turbocharged, intercooled 3.0-liter inline six loosely based on the engine currently found in the 3 Series, the 335i's engine is the first turbocharged gasoline BMW engine in decades. The turbo engine forgoes the aluminum-magnesium block found in the normally aspirated variants in lieu of an all-aluminum block. Direct injection, whereby the fuel is introduced into the combustion chambers rather than into the intake manifold, improves efficiency and performance by cooling the intake charge, allowing a high 10.2:1 compression ratio.

BMW pegs the 335i's 0-62-mph acceleration at 5.5 and 5.7 seconds for the manual and automatic, respectively, courtesy of the new turbo mill's 300 horsepower at 5,800 rpm and 295 pound-feet of torque from 1,300-5,000 rpm.

Turbo lag, the period of time between throttle application and the turbo's ability to provide meaningful boost, is essentially nonexistent for all practical purposes. Only in higher gears when modulating the throttle to adjust the handling balance can the engine's artificially aspirated nature be detected. Other than that, this new turbo engine simply feels like a larger-displacement, normally aspirated engine.

Equally surprising is that there is no audible indication of turbocharging, either — the characteristic intake whoosh and turbo whine are completely absent, and there's no bypass valve chuffle, either. The only clue that there's something else going on other than normal aspiration is a slightly bassier exhaust note. That, and the wallop of the torque plateau, giving the 335i a linear thrust that pulls eagerly to the 7,000-rpm redline. Expect to see this turbocharged engine in other BMW models currently housing a straight six — 5 Series, X3 and the M Roadster/Coupe are the most likely candidates.

Reduced-slush 'box

Equipped with the six-speed manual gearbox, the 335i shifts smoothly, much the same as the sedan, though throws are still not Mazda MX-5 short. There's also a new six-speed automatic transmission, which drives impressively (did we just say that about a slushbox?), its manual mode shifting rapidly and holding gears as long as the driver pleases. There's still the impression of a torque converter soaking up some power, but its operation has a delicacy not normally associated with such wretched devices.

Two wheel-mounted shift paddles are set up the way God intended, with thumb-presses to downshift and paddle-pulls to upshift. Works great if you always keep your hands at 9 and 3. Thing is, wheel-mounted controls are never in the same place once the wheel is cranked over, so drivers who continually shift hand position will still pine for column-mounted paddles.

Uprated chassis

Suspension changes relative to the sedan consist of a little more than a half-inch lower ride height, revalved dampers, larger-diameter stabilizer bars, slightly higher spring rates, polyurethane shock bushings and reworked bumpstops. This "sport" suspension, optional on lesser 3 Series coupes, is standard equipment on the 335i Coupe, and although a softer "base" suspension will be available for the 335i, skip it.

Offering an impressive ride/handling trade-off, the sport suspension also never beats you up; its damping is firm, yet compliant. Get really bombing along a bumpy road and you'll become intimately familiar with those new bumpstops, but they're progressive and friendly. In nearly every other situation the handling remains collected and connected, with plenty of steering feel and intuitive, eager turn-in. The steering ratio feels quicker off-center than the sedan, but is actually the same ratio at 16:1. Feeling as natural and reassuring as ever, the 335i's brake hardware is carried over from the sedan.

On the absurdly scenic roads outside Innsbruck, Austria, moderate understeer was the primary handling mode, though controllable power oversteer could easily be induced in lower-gear turns. One surprise was the seeming lack of grip. At first, we assumed the chassis was being pantsed by lame tires, but its 225/45R17 front and 255/40R17 rear Bridgestone Potenza RE050As aren't known for being grip-averse. Previous experience with the RE050As, a summer tire, has been positive, so maybe the 335i's lack of drama on the limit fooled our butt-skid pad. We'll see how the 335i fares on U.S. roads and our non-gluteal skid pad when we do a proper full test. For those who prefer even less grip, all-season tires will be standard. Eighteen-inch wheels, Active Steering and the RE050As are optional.

Everything in its place

With the 335i Coupe's additional slug of power, BMW had to take care not to tread into M territory while still adequately distinguishing it from lesser 3 Series. It succeeded. In contrast to the M-cars' high-revving, normally aspirated intense character, the turbocharged 335i has a more docile, relaxed manner. It feels confidently capable but doesn't tug at the leash like an M3, which will seriously out-power the 335i anyway.

Each approach has its place, though the boosted 335i may ultimately prove to be more attractive as a tuning platform once aftermarket tuners learn the subtleties of direct injection and crack the labyrinthine engine control system.

Packing good looks, a friendly chassis and enough engine to make it entertaining, the 2007 BMW 335i Coupe delivers on the promise hinted at with the debut of the E90 sedan. Consider us all geared up for the M3.

All-new 2008 Cadillac CTS

The dramatically designed new 2008 Cadillac CTS will launch in late-August with a higher level of technology, luxury and performance. With many new standard features and a long list of new options, the all-new 2008 CTS, Cadillac's most affordable product, also delivers compelling value.

"Cadillac's recent renaissance and the breakout success of the original CTS provided a springboard for our team to reach higher with the all-new 2008 CTS," said Jim Taylor, Cadillac General Manager. "The result is a car we feel is more desirable in every way, including the value it offers to luxury sport sedan buyers."

The 2008 CTS launches in the U.S. in late-August at a base MSRP of $32,990, including $745 Dealer Freight Charge. (The 2007 CTS with the 3.6-liter V6 engine carried a base MSRP of $33,530, $540 more than the new 08 model with the same engine.)

The all-new 2008 CTS includes the following standard features that represent significant upgrades from the prior model, including:

263-hp, 3.6-liter engine (previously 258-hp, and optional) All-new redesigned cabin with handcrafted accents (previously unavailable) 17-inch wheels and tires (previously optional) BOSE 8-speaker sound system (previously optional) The acclaimed Stabilitrak stability enhancement system (previously optional) Tire pressure monitoring (previously optional) Underhood strut tower brace for improved structural rigidity (previously unavailable) Polished aluminum exhaust tips (previously unavailable.) In terms of optional equipment, the all-new 2008 CTS includes a level of new features and technologies more commonly found on more expensive luxury vehicles. These new options include electronic features at the forefront of the industry and performance and luxury equipment that compete at the highest level, including:

3.6-liter Direct Injection engine with 304-hp and a 25% reduction in hydrocarbon emissions.
6-speed Automatic Transmission with Driver Shift Control All-Wheel Drive, with active torque transfer 40 gigabyte Hard Disc Drive that can store audio tracks "ripped" from CDs or flash drives, and enables a "Time-Shift" feature that can pause and replay live radio content Navigation system with 3D mapping of major US landmarks and real-time traffic and weather data USB and Auxiliary ports for the seamless integration (and battery charging) of MP3 players such as iPods. High Intensity Discharge headlamps with Adaptive Forward Lighting that follows vehicle steering, with LED light pipes. Keyless Access BOSE 5.1 Digital Surround Sound Authentic Sapele wood trim UltraView sun roof with power sunshade.