BMW M Coupe vs. Porsche Cayman S

Give Porsche credit for even showing up to this fight. The M Coupe should, on paper, strongly trounce the Cayman right out of the box. Some sports car and supercar makers (you know who you are) won’t provide their cars if they think they might be criticized or, worse, beaten by a competitor. But Porsche was not afraid and earned yet another dose of respect.

The Cayman S faced another handicap in that it was not created by a special in-house tuning arm of the manufacturer, the way the M Coupe was made by BMW’s M. There’s no Porsche P to tune Porsches—they’re all pretty well set up right off the end of the assembly line—if tuning can

improve a car, then maybe there was something wrong with it to begin with. Whereas M took the Z4-based M Roadster, added a roof, more power, better suspension and lots of other things to make it go faster and corner better. Hence, on paper it looks like BMW is already ahead before the cars even show up.

But you don’t drive cars on paper, thank God. You drive them on roads, preferably roads that twist and dive and unroll before you like two-lane sticky tape. If you are really lucky and have a budget, you drive them on racetracks, such as the NHRA’s drag strip at Pomona and the Streets of Willow at Willow Springs. It’s also nice to drive up and over Angeles Crest Highway, which is not a racetrack but is one of the best driving roads in the world.

With the Cayman S, it was love at first drive. It’s so well-balanced, so smooth and easy to pilot that you don’t want to get out of it. The first few miles in this car were so stable and solid that all that was necessary in corners was to ease the wheel over and let the car hunker down and hold on until the road straightened out. No mid-turn corrections required, no second-guessing by driver or machine. The Cayman S simply takes a set and keeps tracking as the g-meter clicks away.

The first stint in the M Coupe was just the opposite and therefore took quite a bit of getting used to. The initial feel behind the M wheel was twitchy, and long corners required numerous tiny corrections to hold the line. The M Coupe felt skittish and frightened at first, like an abused dog you’ve adopted from the pound. Lift off the throttle and the rear end feels lighter than anticipated. The steering felt darty, the suspension almost jumpy. And where was all that extra power this car was supposed to have?

Those were first impressions. The hard numbers were next.

The first opportunity for objective comparison came not on twisty roads, but on a very straight one, the NHRA drag strip at Pomona. There it was close to a tie. Each car finished within a license plate frame of the other. The Cayman “won” by 0.05 second, 4.96 vs. 5.01 seconds to 60 mph. That gap barely lengthened through the quarter-mile, with the Porsche winning by 0.07 second. Both cars ran in identical atmospheric conditions, too, so don’t blame that.

The M Coupe’s extra horses and better power-to-weight did not help it. Blame wheelspin—all the power in the world won’t do any good if all it does is spin the tires. Managing wheelspin is always the biggest problem with high-horsepower cars: The clock keeps ticking while the car goes nowhere.

After drag-strip testing, the cars made their way to Willow Springs. The first stretch, from the 210 freeway up Angeles Crest, is slightly tighter and more constricted than the second half where you turn left onto Angeles Forest Highway. On this stretch of road, the Cayman hunkers down and holds on through the corners. You can really feel the g forces pulling it to the side, and the Cayman feels like it was designed specifically for this. You just turn the wheel and the chassis doesn’t move off-line through the whole turn.

On Angeles Forest Highway, the BMW again feels twitchy and skittish. In corners that the Porsche takes perfectly, the M Coupe requires tiny corrections throughout. The ride is bumpier in the M, though not terribly so, not like the Lotus Elise, Subaru STI or Mitsubishi EVO. It starts to feel better after you get used to it, but the Cayman rules on the open twisty road.

Tires might have something to do with it, with the Porsche on slightly lower, stick-ier tires, 235/35R-19s front and 265/35R-19s rear compared with the M Coupe’s 225/45R-18s front and 255/40R-18s rear.

Open-road impressions remained the same at Willow—at first. The Cayman S easily went through the slalom at a near-record 45.5 mph, compared with the M Coupe’s still-respectable 44.3.

“The Porsche is much more poised in the slalom, to the point of having some understeer, while the BMW readily breaks its tail loose,” said one tester. “The Porsche is a lot easier to drive fast, while the BMW rewards drivers who know how to manage tail wagging.”

That could be the definitive difference between these cars. A few aggressive laps around the Streets of Willow road course finally revealed the M Coupe’s sweet spot—you have to push it hard on a racetrack to see it shine. There the BMW was far superior to the Cayman, as enjoyable to drive as the M Roadster was a couple of months ago on the former Grand Prix course at Jerez in Spain (“Wild Child,” March 20).

“On the short, tight Streets of Willow, the difference between the two was huge,” said another tester. “The M Coupe was much, much better. Suddenly the power difference showed itself as I entered the first turn, down to the apex, and easing on the gas, the thing just ran. This course requires good brakes, good power and good transitional handling. The turns on Highway 2 where the Cayman felt so good were far more wide open, and the cars weren’t pushed as hard. Here on the racetrack, the M Coupe ruled.”

At Willow, the Cayman showed other fallibilities, too. A recalcitrant shifter that had felt awkward engaging third gear earlier in the day, stopped engaging first, third and fifth altogether toward the end of the day. Perhaps the triple-digit temperatures were frying the gearbox. But there it sat, a suddenly three-speed transmission. Porsche later said it was a “loose shifter cable,” but the shifter failed only on that one hot day at Willow and worked fine the rest of the week. Thermal expansion makes everything longer and looser.

Oh, and the Cayman out-braked the BMW, too, stopping from 60 mph in 112 feet, compared with 114 for the M Coupe.

What about design? It’s a subjective tie. The Cayman looks svelte from any angle, with proportions that are just about perfect and from the back even appear like something that should be called “The Aquabat.” The M Coupe looks like a miniature Shelby Cobra Daytona Coupe, one that costs considerably less than an original. It is miles away from that thing BMW released a decade ago called the M Coupe; remember, the one with the ugly body?

The overall winner? The Cayman was tops in every one of the objective number tests and felt better to drive in all conditions but one. The M Coupe felt way better on the racetrack. So the Porsche finishes first because it was better (just barely) at almost everything. Of course, the one venue where the BMW triumphed might be the one that matters most to more than a few owners.
Numbers are not the point. Which one you choose comes down to two things: styling and feel. The Porsche flaunts some of the finest lines on the road, so checkmate on that. As for feel, it’s extremely buttoned down and confidence-inspiring. The BMW is more high-strung, which some drivers consider charming, or at least more involving. I’ll take the Cayman S, though I can’t blame those who pick the BMW, especially if track driving is their thing. MAC MORRISON

Styling is subjective, and picking between these two is like deciding what’s cooler, the aggressive lines of a shark or the streamlined silhouette of a dolphin. I usually go for the one with sharp teeth.

On the road, the M Coupe is tight and responsive and clearly a driver’s car. You sense it from the moment you strap in, but the first corner proves it beyond a doubt. For me, the M Coupe wins. KEN ROSS

I’d pick a BMW over just about anything in the segments it knows best: sport sedans and coupes. But when it comes to sports cars, little competes with Porsche. In almost any driving scenario, the Cayman S shines, meaning you can enjoy its pitch-perfect handling every time you leave the house, not just at the track. NATALIE NEFF

Of all the DoubleTakes, this one is the closest for me to call. Both cars have merit, and frankly, the M Coupe far exceeded my expectations. But my vote goes to the Cayman S, one of the best Porsche driving experiences I’ve had, with terrific handling and that boxer engine screaming away behind your right ear. ROGER HART
2006 BMW M Coupe

Base Price (includes $695 delivery and $1,000 gas guzzler): $50,995
As-tested Price: $57,595
Horsepower: 330 @ 7900 rpm
ENGINE
Front-longitudinal 3.2-liter/198-cid dohc I6
Output: 330 hp @ 7900 rpm, 262 lb-ft @ 4900 rpm
Compression ratio: 11.5:1
Fuel requirement: 91 octane
DRIVETRAIN
Rear-wheel drive
Transmission: Six-speed manual
Final drive ratio: 3.62:1
CHASSIS
Unibody two-door coupe
DIMENSIONS
Wheelbase: 98.3 in
Track (front/rear): 58.5/59.7 in
Length/width/height: 161.9/70.1/50.7 in
Curb weight: 3230 lbs
SUSPENSION
Front: MacPherson struts with coil springs, twin-tube gas-charged shock absorbers, antiroll bar
Rear: Multilink with coil springs, twin tube gas-charged shock absorbers, antiroll bar
BRAKES/WHEELS/TIRES
Vented and cross-drilled discs front and rear, ABS; aluminum 225/45R-18 front, 255/40R-18 rear Continental Contisport Contact
CAPACITIES
Fuel: 14.5 gal
Cargo: 10.7 cu ft
OPTIONS AS TESTED
Premium package, with auto-dimming rearview mirror, power seats with driver memory, storage package, cruise control, BMW Assist with Bluetooth, premium Hi-Fi package ($2,500); black extended Nappa leather ($1,800); navigation system ($1,800); heated front seats ($500)

STANDING-START ACCELERATION
0-60 mph: 5.01 sec
0-100 km/h (62.1 mph): 5.27 sec
0-quarter-mile: 13.63 sec @ 102.7 mph
ROLLING ACCELERATION
20-40 mph (second gear): 2.3 sec
40-60 mph (second gear): 2.3 sec
60-80 mph (third gear): 3.3 sec
BRAKING
60 mph-0: 114 ft
HANDLING
490-foot slalom: 44.3 mph
Lateral acceleration (200-foot skidpad): 0.87 g
FUEL MILEAGE
EPA combined: 18.8 mpg
AW overall: 16.3 mpg
INTERIOR NOISE (DBA)
Idle: 56
Max first gear: 82
Steady 60 mph: 68


2006 Porsche Cayman S

Base (includes $795 delivery): $59,695
As-tested price: $70,505
Horsepower: 295 @ 6250 rpm
ENGINE
Rear-midship longitudinal 3.4-liter/206.68-cid dohc H6
Output: 295 hp @ 6250 rpm, 251 lb-ft @ 4400-6000 rpm
Compression ratio: 11.1:1
Fuel requirement: 91 octane
DRIVETRAIN
Rear-wheel drive
Transmission: Six-speed manual
Final drive ratio: 3.88:1
CHASSIS
Unibody two-door coupe
DIMENSIONS
Wheelbase: 95.1 in
Track (front/rear): 58.5/60.2 in
Length/width/height: 172.1/70.9/51.4 in
Curb weight: 2954 lbs
SUSPENSION
Front: MacPherson struts with coil springs, twin-tube gas-charged shock absorbers, antiroll bar
Rear: MacPherson struts with coil springs, twin-tube gas-charged shock absorbers, antiroll bar
BRAKES/WHEELS/TIRES
Vented and cross-drilled discs front and rear, ABS; aluminum 235/35R-19 front, 265/35R-19 rear Continental Sport Contact 2
CAPACITIES
Fuel: 19.6 gal
Cargo: 14.1 cu ft
OPTIONS AS TESTED
Cobalt blue metallic paint ($3,070); preferred package ($2,190); Porsche Active Suspension Management ($1,990); 19-inch Carrera S wheels ($1,550); bi-xenon headlamp package ($1,090); sport chrono package without Porsche communications management ($920)

STANDING-START ACCELERATION
0-60 mph: 4.96 sec
0-100 km/h (62.1 mph): 5.23 sec
0-quarter-mile: 13.56 sec @ 104.9 mph
ROLLING ACCELERATION
20-40 mph (first gear): 1.7 sec
40-60 mph (second gear): 2.5 sec
60-80 mph (third gear): 3.6 sec
BRAKING
60 mph-0: 112 ft
HANDLING
490-foot slalom: 45.5 mph
Lateral acceleration (200-foot skidpad): 0.92 g
FUEL MILEAGE
EPA combined: 23.0 mpg
AW overall: 17.6 mpg
INTERIOR NOISE (DBA)
Idle: 53
Max first gear: 86

VW gives customers the axe: electric guitar comes with every vehicle

While many automakers are scrambling to increase the music quotient in their cars via the addition of auxiliary inputs, a.k.a. iPod jacks, Volkswagen has announced the V-dubs Rock promotion today that turns up the wick on in-car entertainment. Beginning today and lasting through December 31st, anyone who purchases or leases any 2007 Volkswagen model or select 2006 models will get a custom First Act GarageMaster electric guitar that can be plugged into their Volkswagen and played through its sound system. The guitar displays the corresponding vehicle's VIN number and features pick guards colored to match the vehicle. Of course, the guitar is plastered with VW logos galore on the knobs, neck and other places, and comes with VW-branded picks and a guitar strap made out of seat belts. Even the blue indicator light on the guitar is the same shade as VW's trademark IP lighting.

The guitar's real trick, however, is its ability to play through the sound system of any VW via the auxiliary input thanks to an on-board preamp. We have to admit, we've never heard of FirstAct before so we can't comment on the quality of the instrument, but neither of us actually play guitar, which begs the question, who exactly is Volkswagen targeting with this promotion? It's a nifty give-away, but seems like an expensive one considering how few customers can even play Stairway to Heaven.

All-New 2007 Chevy Avalanche Is Flexible with Passengers, Cargo and Fuel

CHICAGO – Chevrolet introduced the 2007 Chevy Avalanche, the next generation of the industry’s most flexible utility vehicle. It combines the passenger-comfort attributes of an SUV with the cargo capability of a truck. The ’07 Avalanche is based on GM’s new, full-size SUV platform, which features more power with segment-leading fuel economy and flex-fuel capability; a sharper, more precise driving feel; increased interior refinement; and improved quietness.

Avalanche also delivers a 360-degree safety system of occupant protection and crash-avoidance technology that demonstrates GM’s commitment to providing world-class safety, including available head curtain side air bags and standard StabiliTrak stability control system with new rollover mitigation technology.

“Avalanche is vehicle without peers, selling more than 379,500 units from its spring 2001 launch through December 2005,” said Ed Peper, Chevrolet general manager. “Avalanche’s flexibility, from its SUV comfort and ingenious Midgate to its new family of flex-fuel-capable engines, delivers a truly unique combination of cargo and passenger options.”


The 2007 Avalanche will be available in the second quarter of 2006. It is offered in LS, LT and LTZ models, with 2WD and 4WD (a Z71 off-road package will be offered later in the model year). At the start of production, Avalanche will come with an efficient 5.3L V-8 with Active Fuel Management™ technology that seamlessly switches from eight-cylinder to four-cylinder operation to save fuel. Later, a new, all-aluminum 6.0L V-8 with Active Fuel Management and variable valve timing (VVT) will be available. Several available engines allow Avalanche to run on E85, a renewable fuel.

E85 is a blend of 85 percent ethyl alcohol (ethanol) and 15 percent gasoline. It delivers similar performance as regular gasoline and is a renewable, domestically produced fuel made from the starch and sugar in agricultural products – primarily corn. E85 also burns cleaner than regular gasoline, which reduces greenhouse gas emissions. GM vehicles with E85 capability can run on any combination of E85 and regular gasoline.

GM is a leader in advancing E85 technology and use. More than 1.5 million GM vehicles on the road already are E85-capable.

Trademark flexibility

Avalanche’s unparalleled flexibility enables it to function as an SUV, truck or both, thanks to the unique Midgate. Pioneered on the first-generation Avalanche, the clever Midgate opens to extend the cargo-carrying capability from the cargo bed’s 5.3-foot-long (1.6 m) length to 8.2 feet (2.5 m) – 2 inches (51 mm) longer than previous models. The rear seat must be folded to achieve maximum storage capability; with the rear seat up and the Midgate closed, Avalanche has room for up to six passengers.

When the Midgate is open and the rear seat is folded flat, Avalanche can carry 4-foot by 8-foot (1.2 m by 2.4 m) sheets of plywood with the tailgate closed. Storage compartments alongside the cargo box provide ample and lockable storage. The storage compartments also have drains, so they can be filled with ice and used as coolers. A three-piece rigid cargo cover with interlocking panels also is available.

New features on the ’07 model enhance Avalanche’s flexible attributes and reflect customer feedback:

Central-locking tailgate: Locking and unlocking the tailgate is more secure, as the conventional keyed lock is removed from the tailgate. Locking and unlocking functions are handled by the interior lock switches or from the Remote Keyless Entry fob.
Remote vehicle starting: Standard on some models and available on others, the remote vehicle starting system allows convenient start-up from a distance to pre-heat or pre-cool the vehicle’s interior.
Cargo cover retaining straps: New straps allow the cargo covers to be held securely in place when removed from the storage compartments.
Avalanche also has a new tailgate that is spring-loaded to reduce the effort needed to open or close it.


Flexible powertrains
Avalanche is powered by a new Gen IV small-block V-8 family that delivers more power than comparable powertrains in previous models. Standard on 2WD models is a Vortec 5.3L V-8 with 320 horsepower (238 kw)* and 335 lb.-ft. of torque (470 Nm)*, which offers Active Fuel Management. Two versions of the Vortec 5.3L Gen IV V-8 – including an aluminum-block version that is standard in 4WD models – are compatible with E85.

The 5.3L aluminum-block V-8, standard on the 4WD Avalanche, delivers an estimated 310 horsepower (231 kw)** and 335 lb.-ft. (463 Nm)** of torque.

Coming later in the year is a powerful, new all-aluminum 6.0L V-8 with variable valve timing, as well as Active Fuel Management. The engine, available on 2WD and 4WD models, is rated at an estimated 355 horsepower (264 kw).** VVT helps optimize camshaft timing to improve low-rpm torque and high-rpm horsepower. The system is enabled by a unique dual-equal cam phaser – the industry’s first application of VVT on a mass-produced V-8 cam-in-block engine. The unique dual-equal phaser adjusts the camshaft timing at the same rate for both the intake and exhaust valves. A Hydra-Matic 4L70 electronically controlled four-speed automatic transmission is paired with the engine.

Contributing to Avalanche’s more efficient performance is improved aerodynamics. A more steeply raked windshield and smoother roofline improve airflow over the vehicle, while a dditional contributors to efficiency include a lower, wider front air dam, tighter tolerances and gaps between the fascias, lamps and grille openings, and improved front-end sealing that nearly eliminates air leak paths. These features all contribute to enhanced fuel economy and improved driving quietness, compared with previous models.

Refined, convenient interior

Along with Chevy Tahoe and Suburban, the interior of the ’07 Avalanche represents significant new levels of refinement, comfort, quality and convenience. It is roomy and airy, thanks to a lower instrument panel and deeper windshield that improve outward visibility. Passenger space also is increased, including more shoulder space for rear passengers, which is packaged with the available roof-mounted head curtain side air bags with rollover protection for both seating rows.

Avalanche’s new front seats are designed to provide more comfort and easier entry/egress. Door pillar-mounted first-row three-point safety belts facilitate slimmer seat design, which helps increase cargo space behind the seats. Comfort has been enhanced with firmer foams, including more aggressive bolsters. The front-row seats have one-inch more aft travel than previous models.

The rear seat is unique to the Avalanche and enables easy access to the Midgate system. The seat folds flat, allowing longer items to be carried between the cargo bed and into the rear passenger compartment. Refinements throughout Avalanche’s spacious interior create an environment that exudes quality and precision. A two-tone color scheme is executed with new, softer and low-gloss materials for the instrument panel and other trim pieces. An all-Ebony interior is available. Additional details include LED backlighting for the instruments and chrome accents on instruments and vents. Flush-mounted accessories and controls, such as the climate control/radio center stack, create a seamless, “single unit” appearance. Also, there are almost no exposed metal hardware or latches, as all models feature enclosing “close-outs” around the seat bottoms and door sill trim plates.

New comfort features include an upgraded HVAC system, and storage capability is improved with the segment’s largest center console storage bin, a larger glove box and additional new storage compartments. Avalanche also offers a host of available convenience features, including:

Ultrasonic Rear Parking Assist
Rearview camera system
Touch-screen navigation system
DVD rear-seat entertainment system with larger, 8-inch screen and enhanced features.
Avalanche also features an impressive new audio/navigation lineup, which provides quality entertainment and information. A new family of CD/MP3-compatible radios leads the audio lineup, with an enhanced DVD entertainment system that includes a larger, 8-inch screen (with in-dash loading). A new touch-screen navigation radio is available and incorporates the view monitor for the available rear-camera system.

Distinctive exterior design

Avalanche’s all-new exterior, monochromatic design is leaner and more agile looking, with a more steeply raked windshield and smoother roofline accentuating the exterior length. Avalanche wears the new face of Chevrolet, with a large Chevy gold Bowtie, centered on a twin-port horizontal grille. The body-colored grille surround is inset with an argent texture mesh. Fog lamps and headlamps feature jewel-like optics. The lower fascia, incorporating the front license plate holder and integrated recovery hooks, is aggressively styled with a skid plate look that enhances Avalanche’s rugged, off-road appearance.

Avalanche’s front end styling reflects its capability. It includes the fast-rake windshield; a bulging power dome hood; a prominent new fender design with integrated wheel flares; a distinctive new grille and headlamps; and a full-wrap fascia. The wraparound fascia, which eliminates the conventional bumper-to-body gap, is one of the numerous attributes that gives the Avalanche a more refined look. It also enhances aerodynamics. There also is a new family of 17-inch and 20-inch wheels. Seventeen-inch wheels and tires are standard, with 20-inch factory-installed wheels available (standard on LTZ). The larger wheels fill Avalanche’s wheel houses, giving the vehicle a confident stance.

An available Z71 Off Road package (available in the fourth quarter of 2006) takes this aggressive look to the next level, with larger recovery hook openings, larger, more prominent fog lamps and specific grille texture and platinum chrome grille trim. Eighteen-inch wheels and tires also are part of the package.

Avalanche is offered in nine exterior colors: Greystone Metallic, Dark Blue Metallic, Sport Red Metallic, Bermuda Blue Metallic, Black, Summit White, Gold Mist Metallic, Sunburst Orange Metallic and Silver Birch Metallic.

New full-size SUV foundation

Avalanche is built on GM’s new full-size SUV platform, which incorporates features such as a new, fully boxed frame, coil-over-shock front suspension, rack-and-pinion steering and an all-new, premium interior system that bolster the vehicle’s comfort, quality and capability. Wider front and rear tracks enhance handling and vehicle stability for a more confident road feel.

Extensive attention to detail was paid by Avalanche’s engineers to ensure a quiet driving experience. The new, stiffer frame reduces vibrations transmitted to the passenger cabin, while the strength and accuracy of the fully-boxed frame also enable more precise mounting and tuning of chassis and suspension components. This helps reduce vibration – even the tires on the large, 17-inch and 20-inch wheels were designed to reduce noise.

Noise-reducing components and materials are used throughout the body structure, including the headliner material, door seals and front-of-dash area. The engines also feature a quiet-tuned alternator and an acoustically tuned engine cover that reduces engine noise heard inside the vehicle. New door seals help reduce seal “pull-away” at highway speeds, which can cause wind noise. Also, a sleeker shape, thanks to improved aerodynamics, streamlined exterior mirrors and roof rack, more steeply raked windshield and tighter body gap tolerances, assures a quiet ride.

Avalanche’s quietness and smoothness are complemented by the Autoride suspension system, which is standard on LTZ. This segment-exclusive bi-state, real-time damping system provides an extremely refined ride with greatly reduced body motion. The system consists of a semi-active, two-position damping control system that responds in real time to road and driving conditions, based on body and wheel motion sensors.

Avalanche offers up to 8,000 pounds (3,629 kg) of towing capability, when properly equipped, enhancing its flexible, ready-for-anything capability.

Safety story

The ’07 Avalanche offers security in the form of a 360-degree safety system of occupant protection and crash-avoidance technologies. New features include roof-mounted head curtain side air bags with rollover protection for both rows and front-seat safety belt pretensioners that are linked to the vehicle's sensing system to provide segment-exclusive deployment in rear-end crashes.

These features are integrated into a stronger vehicle structure that is also designed for improved compatibility with other vehicles. The roof-mounted head curtain air bags include design features that provide increased rollover protection and occupant containment. Sensors located at the front of the vehicle, in the side doors, and within the occupant compartment provide increased and more immediate crash detection. The vehicle's sensing system provides industry-exclusive capability to deploy front seat safety belt pretensioners during certain rear-end collisions, enhancing the belt system's ability to hold the occupants firmly in place.

The roof-mounted head curtain side air bag system incorporates one of the segment's first rollover indication sensors, which is located on the vehicle's center tunnel in the occupant compartment. The sensor monitors the vehicle's accelerations and roll rate. If these signals indicate an impending rollover, the roof-mounted head curtain side air bags deploy to provide an extra measure of occupant protection and containment. These rollover-capable head curtain side air bags stay inflated longer than air bags developed only for side impacts because rollover incidents can last longer. The deployment duration and other design features of the rollover-capable air bags combine to provide increased occupant protection and the ability to help keep occupants inside the vehicle.

Crash avoidance is bolstered through enhanced design and driver control dynamics, such as wider front and rear tracks, as well as more responsive suspensions – including a new coil-over-shock front suspension design and new rack-and-pinion steering. The vehicles are built on a stronger and stiffer, fully-boxed frame that contributes to enhanced crash energy management. The front frame section has been designed to optimize crush progression, resulting in improved energy absorption efficiency. The improved crush performance, enabled by hydroformed frame rails and efficient chassis component packaging, also comprehends design provisions that help improve vehicle-to-vehicle compatibility in the event of a frontal impact with a smaller vehicle.

Additional safety features include:

Standard StabiliTrak stability control system with rollover mitigation technology
Standard dual-stage driver's front air bag
Standard dual-stage outboard-front passenger air bag with Passenger
Sensing System
Available roof-mounted head curtain side air bags for both seating rows
Standard front seat safety belt pretensioners with rear impact
deployment capability
Standard tire pressure monitoring system
Available rain-sensing wiper system
Available Ultrasonic Rear Parking Assist that can detect certain stationary objects in the rearward path of the vehicle and send an audible warning sound and display via three LEDs on the right D-pillar
Available rearview camera system designed to provide the driver with
a view of people or objects in the rearward path of the vehicle
Standard pull-up/push-down power window switches

All models come with the Generation 6 OnStar system (with a one-year Safe and Sound service plan). The system includes the General Motors Advanced Automatic Crash Notification (AACN) system, making crash data available to emergency services to potentially dispatch the appropriate life-saving personnel and equipment to crash scenes faster. If the vehicle is in a crash that activates an air bag, the OnStar system automatically notifies an OnStar advisor, who will check on the occupants or summon emergency help if necessary. OnStar also can assist authorities in locating a vehicle if it is reported stolen (ability to locate stolen vehicles varies with conditions).

Lincoln: Luxurious F-150

First, there was the 2002 Lincoln Blackwood. Now, there's the 2006 Lincoln Mark LT. And just as buyers of the Blackwood might have believed they were getting a true pickup, so might buyers of the Mark LT be lulled into assuming they're getting an updated, if gently downgraded, Blackwood. Neither was nor is true.
That earlier, faux hauler was an uneasy amalgam of a couple of Ford F-Series pickups and the Lincoln Navigator, which itself was a direct knock-off of the Ford Expedition. This true hauler, however, is in fact a rhinoplasticized and slightly beefier version of nothing less, or more, than the Ford F-150 crew cab pickup. That bodes both good and bad for 10,000 people a year Lincoln hopes will buy the second truck ever to wear the Lincoln brand. Seeing as how Lincoln sold less than 4,000 Blackwoods over two model years, that'd be a bullet on the company's sales charts.

The good news is buyers will get a thoroughly polished, well-trimmed, four-door vehicle that can transport four people in comfort, five people in a pinch, handle a payload of more than a ton and a half, and tow up to 8900 pounds. It's available in two-wheel drive and four-wheel drive, which is unique to the class. The latest in engine technology delivers best-in-class fuel economy. An audio/video system is available to entertain rear-seat passengers, and satellite radio is available.

More good news: Pricing. The Mark LT starts at a manufacturer's suggested retail price of $38,680 for the two-wheel-drive model and $42,235 for the four wheel-drive model. That's significantly less than the Cadillac EXT, its most logical competitor, which starts at more than $54,000.

The bad news is that even with all the trimmings, the two-tone leather-wrapped steering wheel, the overstuffed seats, the automatic climate control, the play-anything stereo and so on, the Mark LT cannot overcome the reality that it started life as a pickup. And its ride and handling are the ultimate betrayers of this truth.

This leads us to offer the following recommendation: Do not buy the Mark LT for its stellar performance numbers. Don't buy it for its plush, luxo ride. Buy it instead and only for whatever cachet the Lincoln badge brings with it in the circles in which you live and work, along with its ability as a pickup truck.

Lexus a nexus between cars and phone viruses

Antivirus companies are researching reports that computer viruses have attacked the onboard computers of cars.

Moscow-based Kaspersky Labs was asked last weekend how to disinfect the onboard computers of several Lexus models: LX470, LS430 and Landcruiser 100. The security company was told that the infection likely occurred via a mobile phone.

Some mobile-phone viruses already exist, such as Cabir and Skulls, which spread by Bluetooth and infect handsets based on the Symbian operating system. Many Lexus cars include a navigation system that can connect to a mobile phone over Bluetooth to allow hands-free calls, and Kaspersky believes that Bluetooth could be used to transmit a virus to a car's GPS navigation system.

However, it is unclear which operating system Lexus uses for its navigation system. The company did not immediately respond to requests for comment.

"We know that car manufacturers are integrating existing operating systems into their onboard computers--take the Fiat and Microsoft deal, for instance," said Eugene Kaspersky, head of antivirus research at Kaspersky Labs. "If infected mobile devices are scary, just think about an infected onboard computer."

David Emm, senior technology consultant at Kaspersky, said it was plausible that mobile phones could infect cars.

"It's certainly a possibility, but at this stage, it seems theoretical," Emm said. "The question is whether (onboard computers) have been subjected to attacks from (devices running the) Symbian operating system. I suspect that this will be done with a handset."

Kaspersky is still researching the reports.

Until two-way wireless transmissions were banned in races, Formula 1 racing cars were equipped with antivirus software to prevent virus attacks on the car's operating system.

2007 Mercedes-Benz CL63 AMG

A drive in a CL63 AMG through the Austrian Alps started us thinking about the few things in the world we can really count on: The unquestioning love of a daughter, the sun rising in the east, the Detroit Lions lingering near the bottom of the NFL standings and Mercedes-Benz’s in-house tuner building some of the finest hot rods on the planet.

This latest AMG creation, which made its debut at the Paris motor show the day before our drive, is the seventh car (ML, CLK, E, CLS, R and S) — to use the 6.2-liter (6208-cc) V8 that is the standard form of AMG motivation these days. In the CL’s case, the all-aluminum creation cranks out 518 hp at 6800 rpm and 465 lb-ft of torque at 5200 revs. The engine is strong, with a 0-to-62-mph run taking just 4.6 seconds, pulling like a freight train up to 100 mph. While this is no surprise, what is impressive in this naturally aspirated beast is its ability to continue to pull up to the car’s electronically limited 155 mph. If you want to go faster, you can order the optional performance package that raises the limit to 186 mph.

The driver can choose from three modes of the AMG Speedshift 7G-Tronic automatic via a console-mounted switch: Sport, Comfort and Manual. Each has different shift characteristics with Sport mode shifting 30 percent quicker than in Comfort, while Manual, via aluminum steering-wheel-mounted paddles, is 50 percent quicker still. Volker Mornhin-weg, president and CEO of AMG, said he is pleased with the automatic’s performance but hinted that a dual-clutch gearbox might be in the future for AMG models.

The two chrome twin exhaust pipes emit a musclecar rumble throughout the throttle range, and when you lift off, there’s a nice back-pressure burble that will have you on and off the throttle until your passenger complains.

Torque and horsepower in the CL63 are impressive, but so too are the steering and handling. In comparing the handling of the CL63 to the two base models of the car—the CL550 and CL600 (“Two Doors, Too Fun,” Oct. 2)— there is more weight on-center, which gives a better feel of stability in a straight line. Push it into the corners and the weighting doesn’t change from light to heavy as the suspension loads up. With 2.8 turns lock-to-lock, the steering has the same feel throughout the corner, continuing that feeling of confident predictability.

Contributing to that feel are some rather big Yokohama tires, 255/35ZR 20s in the front, 275/35ZR 20s in the rear, mounted on alloy wheels. According to Mornhinweg, this is the first time AMG has used Yokohama tires as original equipment.

Fitted with the second generation of Mercedes’ Active Body Control, the car takes high-speed corners with little body roll, and there is hardly any dive under harsh braking. No small feat, considering the car’s 4587 pounds, and the brakes are some of the best we have ever used. Using composite brake discs—10-inch rotors in the front, 9.2 inches in the rear—the Adaptive Brake system clamps down hard. The Pre-Safe Brake system and Distronic Plus intelligent cruise control are available as options.

The sport seats in the CL63 are more supportive with better side bolstering than the seats in the base model cars. For the most part, save for some AMG trim pieces, the interior is right out of the standard S-Class with the latest generation

COMAND center flat screen mounted in the dash, just right of the speedometer. The navigation system was easy to use and routed us safely through the Alps to our destination.While the CL body shape remains one of the most alluring designs in the M-B lineup, the AMG version is a bit more muscular, fitted with a unique grille, titanium-painted lenses for the bi-xenon headlamps, AMG side skirts and a distinct rear fascia.

For all the electronic wizardry—this car is as high-tech as it gets in today’s luxury car world—AMG engineers have managed not to meddle too much with the muscle-car beast that lives within the CL63.

Production begins in April with the first cars on sale in the U.S. in June. Only a few hundred will make their way to the States each year.

“AMG vehicles are all about engine, transmission, brakes, and for sure about the sound,” Mornhinweg said. “Oh yes, and we stand for torque.”

Another thing we can count on.

Honda Civic 1.4 S

The Civic has undergone a dramatic transformation in its latest guise. Gone is the rather conservative, functional style of the old car to be replaced by a far more dramatic and futuristic look. The bold Perspex and chrome grille, triangular detailing on the exhausts and front driving lights allied to strong feature lines and a hidden rear door handle gives the Civic coupe-esque looks. The interior is similarly individual, the spacey instrumentation and cockpit feel is certainly different compared to its rivals. Despite this the Civic remains as useful as ever, Honda's engineers placing the fuel tank under the passenger seat to allow a hugely versatile rear seating system for real practicality.

All feature a start button, the three engines offered from launch being 1.4 and 1.8-litre petrol units and a 2.2-litre common rail turbodiesel. Both the 1.8 and 2.2 diesel offer 140bhp and give the Civic reasonable performance, but the diesel's additional torque does make it the less frenetic everyday driver. The petrol is rather vocal when pushed, too. Honda may have binned the independent all-round suspension of its predecessor, but the rear torsion beam does allow for a more spacious boot and the ride and handling isn't compromised either. Indeed, the Civic is rather an enjoyable drive, the steering particularly well weighted and direct. Honda reckons the Civic is good enough to take on hatchback rivals at the premium end of the market. While it's a good all rounder they may be being a touch ambitious. Still, as an interesting alternative to the mainstream norm it represents an attractive proposition.

Porsche Cayman 2.7

For: Scintillating handling and steering, smooth ride, fuel economy, two boots, great brakes, build quality, lightweight construction
Against: Poor standard equipment list, high asking price, expensive options, questionable styling, dull cabin design


Summary: The Cayman combines engineering quality, superb road manners, fine driver controls and ride comfort to make a terrific, if expensive, driver's car.


+ Scintillating handling and steering, smooth ride, fuel economy, two boots, great brakes, build quality, lightweight construction
- Poor standard equipment list, high asking price, expensive options, questionable styling, dull cabin design

Driving
The Cayman S's 3.4-litre flat-six boxer engine is intoxicating - and a lithe kerbweight means it's fast, too. 0-60mph takes 5.2 seconds and an in-gear 30-70mph time of 4.2 seconds is rapid. The gearbox is also incredibly precise, and the Cayman has superb brakes. But perhaps its most remarkable feature is its compliant ride. It is stiff over speed bumps, but increase the pace and it becomes smooth and absorbent. So on twisting B-roads, the Cayman really flows. And because the car is blessed with stunning steering and great mid-engined balance, it really flatters the driver with its clinical, precise cornering ability.

Marketplace
Even the most argent Porsche fan would admit the Cayman S isn't the best-looking coupe around. The flat tailgate is at odds with the rounded haunches, while the slatted air vents in front of the rear wheels look rather fussy. And because the rear hatch drops to bumper level and the engine is mid-mounted, the 260-litre boot isn't that spacious - so it's fortunate that there's another 150-litre are under the bonnet. More than just a hard-top version of the Boxster, the Cayman competes with the BMW Z4 M Coupe, Lotus Europa and Mercedes SLK.

Owning
The Cayman's cabin is very well built and comfortable. Figure-hugging seats and a superb driving position mean you're perfectly placed to enjoy the performance. If only the plain-looking switchgear and predictable layout did more to excite. But be warned - from climate control to leather trim, everything is optional in the Porsche. You will need medical attention after seeing the miserly standard kit list; our test car was fitted with £10,000 of options! Servicing costs are frightening too: check-ups may be needed only every 2 years/18,000 miles, but rates are sky-high and dealers are thin on the ground. Factor in Group 20 insurance and you've a costly car to run. Good job retained values are extremely good, while fuel economy deserves merit with an average figure of 23.4mpg in our tests. On the motorway, it was capable of more than 28mpg.

Audi A4

Driving
The A4 is a refined, safe car to drive, but not a massively exciting one. High-set seats don't cocoon the driver like a 3-Series, and the front-drive chassis doesn't have the same interactivity (quattro models are not much more inclusive). The gearchange, coupled to a long-travel clutch, is poor, and brakes are soft, while the light steering is lacking in feel and suspension biased towards comfort; it's a smooth cruiser (if loose on rough surfaces) but not a driver's dream. Quattro models are, however, extremely stable and offer superb traction in bad weather - a real boon when you're dealing with the considerable vim of 2.7-litre and 3.0-litre TDI diesels, which are preferable to petrol alternatives. Watch S line models though, which come with sports suspension and large alloy wheels. This package adversely affects the ride, leading to a tendency to fidget over bumpy surfaces.

Marketplace
Take a deep breath before you sit down with an A4 price list; the choice is staggering. 11 engines, five trim lines, three bodystyles, front- or four-wheel-drive and either manual, automatic or CVT transmission. However, all models are very keenly-priced, undercutting obvious rivals such as the BMW 3-Series and Mercedes C-Class. Most popular are diesel units, particularly 1.9-litre and 2.0-litre TDI variants, in either standard or SE trim. S line spec is costlier and more of a styling exercise, though it does successfully ape the range-topping RS4. That model has a 420bhp 4.2-litre V8, and is a real BMW M3 rival. Lesser 1.6-litre and 2.0-litre petrol engine struggle, while the 1.8-litre turbo is raucous and ageing - better is the 2.0-litre turbo FSI variant. But most A4s are sold as TDI diesels, especially 1.9-litre and 2.0-litre variants; 2.7-litre and 3.0-litre V6 engines are superb.

Owning
The A4's interior is beautifully constructed, but the clinical design does lack the warmth and flair of some rivals. Some trim colours lead too a gloomy cabin too, despite decent headroom. Mind you, when the driver's seat is adjusted to accommodate a six-footer, rear legroom is tight. And though saloon models have a decent boot, don't think the Avant is universally more practical; seats up, the load bay is smaller! Audi has a less aggressive image than BMW, which some find a more appealing long-term proposition. The company doesn't quite have the same number of dealers but all are generally excellent - variable intervals should keep costs down too. Petrol engines can be pretty thirsty, even the 'cooking' 1.8-litre and 2.0-litre turbos, but diesels return superb economy figures. Retained values are down on a 3-Series but still pretty good, and remember, the A4 costs less than the BMW in the first place.

Bentley Continental GTC

The 'baby Bentley' is a hugely impressive car. Really though, the 'baby' tag is something of a misnomer, for this is an enormous vehicle which weighs a lot more than a Mercedes S-Class. However, it's also a beautiful-looking machine with a delicacy of touch which proves that owners VW really understand what makes a Bentley. Underpinnings from the VW Phaeton super-saloon also mean there's plenty of space in the indulgent interior for four people - enormously impressive. What's more, materials are luscious and satisfying... though early models suffered a few small quality niggles which should have been sorted out on the production cars.

Power is provided by a massive 6.0-litre W12 engine, producing 550bhp with enormous character and ease. The six-speed automatic transmission also lays claim to being the best, most responsive such unit in the world and is faultless in operation. Yet it's the way the Bentley drives which really raises eyebrows. Air suspension and four-wheel-drive provide stability and composure which enthusiasts used to only dream of - yet it doesn't mind hitching up its skirt and charging hard, either. Owners of current Bentleys won't believe it. Of course, drive it hard and the economy will be disastrous, while many UK roads are also arguably just too small to push it anywhere near its considerable abilities. But if you're lucky enough to have £110,000 in your back pocket, buying British has never been easier to justify. A real class act.

+ Power, handling, styling, quality
- Price, fuel economy, build quality?