Cars Service

The 2006 Suzuki Aerio SX is a 4-door, 5-passenger wagon, available in 4 trims, ranging from the Base to the Premium AWD.

The Aerios styling is meant to look aerodynamic (thus the name) and distinctive. Its aimed at youthful customers and in the case of the wagon, offers plenty of space to haul their gear around. With an overall height 3 to 4 inches greater than most vehicles in its class, the Aerio boasts a surprising amount of passenger and cargo room at the cost of a chunky profile. Legroom meets or exceeds that of most competitors, and the same is true for cargo space.



Unlike most manufacturers that have a few different engines for their compact, Suzuki offers just one for its Aerio: a 2.3-liter inline four thats good for 155 horsepower. This engine offers more horsepower than most of the cars competition. On the basis of power alone, the Aerio offers impressive performance for a car in its price range. The Aerios suspension uses MacPherson struts all around, but the cars higher-than-average center of gravity results in considerable body roll. Consequently, the Aerio isnt particularly rewarding to drive, though the soft suspension does soak up the bumps without jostling the passengers, making the car a decent choice for commuters.

Driving at highway speeds isnt exactly quiet, but its not unbearable, either. The suspension transmits quite a bit of noise into the cabin and 18-wheelers sound a tad scary when you pass them, but its not bad for a commute. You just wouldnt want to spend 10 hours on the Interstate in this car.

Best of all, even the base models come with a good level of standard equipment, including automatic climate control and a CD player with MP3 capability. Other standard features include power windows, locks and mirrors, keyless entry, a rear spoiler, tilt wheel and outside temperature gauge. Thats a lot for the money.

For people who need good traction in the winter, the Aerio is the cheapest all-wheel-drive car on the market for about $2,000 more than a basic, front-wheel-drive version.

All in all, the Aerio offers a lot of car for the money, but it doesnt have the kind of refinement youd expect from, say, a Honda or Toyota -- or even a Nissan. Whether you buy one should depend on how picky you are and how much youre willing to pay for little things.
Things like decent shocks.

Interior Design and Special Features:

With an overall height 3 to 4 inches greater than most vehicles in its class, the Aerio boasts a surprising amount of passenger and cargo room, and passengers will find it easy to get in and out. Sedans offer a generous 14.6 cubic feet of trunk space; wagons provide 21 cubic feet with the rear seats in use and 63.7 cubic feet when theyre folded. Interior plastics are low in quality compared to the class leaders in the economy car segment. In the past, all Aerios had a hard-to-read digital instrument panel, but Suzuki replaced it with an analog gauge pack last year, while adding a couple of sorely needed storage areas.

Safety:

Side airbags and four-wheel antilock brakes are standard on all Aerios. In crash tests conducted by the NHTSA, the Aerio earned four stars (out of five) for its protection of the driver in frontal impacts, and three stars for front-passenger protection. NHTSA side-impact tests on an Aerio without side airbags returned a perfect five-star rating for the front seat, and four stars for the back. In frontal-offset crash testing conducted by the IIHS, the Aerio earned a "Good" rating, the highest possible. In IIHS side-impact testing, an Aerio with side airbags earned a "Poor" rating, the lowest.


Driving Impressions:

Solid power from the standard four-cylinder engine makes the Aerio impressively peppy for daily commutes; match it with either the automatic or the manual, and you cant lose. The Aerio provides a smooth ride on the highway, but the cost is excessive body roll around corners that is accentuated by the cars tall stance. Opting for the all-wheel-drive system gives the Aerio true all-weather capability.

Pros: Price and gas milage for an ALL WHEEL DRIVE great

Cons: needs more lights like the glove compartment and in rear entrance of hatchback

Alot of standard features for price. Like 6CD changer MP3 anti lock rear windsheild wiper with SX model premiem package. Good value for a cheaper AWD car.

great little car for the money, reliability is unknown. but with 7 years and 100000 miles coverage is a plus.

Introduction

The Passat is Volkswagen’s midsize sedan, designed to offer Volkswagen owners a step up from the Jetta to the near-luxury category with a higher level of performance and sophistication. The first Passat, introduced in 1974, marked a radical departure for Volkswagen at the time with front-wheel-drive and a water-cooled engine. The Passat was completely new for the 1998 model year with more appeal to the design and slightly larger than its predecessor. The Passat is updated again for the 2006 model year.

After six generations and thirteen million examples produced, Volkswagen has enthusiastically pulled the covers off its all-new B6-generation Passat.



Completely redesigned from the ground up, the upcoming Passat will push the boundaries of what is to be expected in the midsize-car class by introducing new technologies, adding unexpected luxuries and advancing quality and overall refinement.

Said to be influenced by todays Passat as well as the sporty Concept C and Concept R, the all-new Passats styling is evolutionary as opposed to revolutionary. Like the recently announced Mk.V Jetta, the B6 Passat bears Volkswagens chrome-plated grille surround, with raised hood and dimpled headlamps.

Tomorrows Passat is also influenced by todays flagship Phaeton, in the form of a rounded, more contemporary shape, wing-mirror-mounted turn signals and rear LED tail lamps. VW has also adopted a body panel shaping similar to, but not quite as dramatic as BMWs flame surfacing technique; convex and concave fenders and doors make the car stand out in a world of bulbous, anonymous family sedans.

Theres some truth to that. The Passat has always been one to go its own way, with its manual transmissions, turbochargers, station wagons, all-wheel-drive, 8-cylinder engines arranged in the shape of a W, key-operated windows, and air-conditioned gloveboxes keeping things interesting. For anyone fed up with the cornucopia of sedate sedans from the Far East and Near West, VW was the only game around.

But by 2005, the somewhat small and slow Passat had fallen out of favor. The 2006 is here to address that, with acres of reinvented machinery riding atop a new platform - one that severed its former ties to the Audi family. News exists on nearly every engineering front, and several versions got lost in the model reshuffling. In other words, everything past the Passats familiar appearance really does suggest eight years worth of work.

New for 2006

The 2006 Volkswagen Passat is redesigned with a longer wheelbase and a wider body featuring a new medallion-shaped grille and clear high-tech headlights. Inside the Passat interior if more functional and ergonomic, with more rear-seat legroom and new rear vents heat and air conditioning. The Passat is powered by a new 200-horsepower 2.0-liter turbocharged intercooled engine delivering 207 lb-ft of torque from 1800 to 5000 rpm. The 280-hp VR6 narrow-angle V6 engine returns and is mated to a refined six-speed automatic transmission with Tiptronic and sport mode. The Passat wagon and 4Motion all-wheel-drive sedan will be available later in the model year.

Not a stripped car

To be sure, VW officials rightfully claim that their Passat has the lowest starting price of any midsize family car sold by a German carmaker in the U.S. Indeed, the Passat is even lower priced than Audis smaller, compact A3 hatchback.

Still, budget-conscious consumers with families may wonder why theyd want to spend so much on a midsize sedan or station wagon. They could, after all, spend less in buying a Chevrolet Impala, Honda Accord or Toyota Camry.

One thing to remember, though: The Passats pricing reflects standard equipment that might be optional on competing sedans.

For example, anti-lock brakes are standard on all Passats, but theyre optional on the base, 2006 Impala. Floor mats are standard in the Passat, but theyre not necessarily included without charge on some other cars. The Passats steering wheel telescopes as well as tilts to help drivers get comfortably situated, and the base car has a nice-looking leatherette upholstery, not cloth.

In addition, the Passat comes with a manufacturers comprehensive new-car warranty that runs for four years/50,000 miles, whichever comes first. This compares with a three-year/36,000-mile manufacturer warranty for a Camry.

The Passat also doesnt skimp on safety features. Even head-curtain airbags and front-seat side airbags are standard, and the Passat earned the top score of five stars in European crash testing.

Inside

Other innovative new technologies available on the B6 Passat include Automatic Distance Control, a sort of intelligent cruise control which uses radar to judge the speed of the vehicle in comparison to others on the road. Should a car ahead be traveling slower, ADC will automatically apply the brakes, preventing a potential collision. When the vehicle is no longer ahead, the car will accelerate, resuming the original preset speed.

Replacing the Monsoon audio system in the current Passat is an even more powerful ten-channel, 600-watt Dynaudio sound system with DVD player and LCD display. The audiophile-approved system is said to turn the Passats interior into a concert hall, but it also doubles as an on-board navigation system and hands-free telephone via a Bluetooth module.

The new, state-of-the-art Climatronic two-zone digital climate control, derived from the Phaeton, is another luxurious option which allows both the driver and passenger to tailor the cabin temperature to individual taste. The Passat will be equipped for the first time with a new intelligent starting and locking system. It does away with the conventional key, and takes the non-traditional form of a one-piece transmitter. When in close proximity to the car, the receiver automatically locks and unlocks the car. The transmitter is then slid into a holder on the dashboard, and the driver can start the car via a touch-button.

Road Test

Volkswagen has shown a recent willingness to tune their cars in line with our tastes, which means the grandest change is with engines. Just when you thought the sedan scene had settled into sanity, Volkswagen goes and punches out its V6 from a perfectly moderate 2.8 liters to a mines-bigger-than-yours 3.6. How does a 47% increase in power sound? Sounds to me like the Passats 280 horses just made it the first of its kind to pull off a 0-60 run in 5.9 seconds. Sounds like the Nissan Altima just got drop-kicked into second place. And as for the engine itself, it sounds terrific.

Technology deserves some credit here. Despite the engines heavy-handed iron construction and a loss of one valve from each cylinder (down from five to four), Volkswagens latest V6 makes more power than ever thanks to direct fuel injection, which lets the fuel bypass the intake port and squirt straight into the combustion chamber, allowing for a sky-high 12:1 compression ratio. All these changes also bless the Passats other engine, which enjoys a rebirth as a newly invigorated 200-horsepower turbo 2.0-liter 4. I sampled it on the Audi A4. It kicks.

Starting with the obvious, the power is there. Heck, its everywhere. Theres never any need to analyze whether you can pass that other car in time; you can. You can also go around town picking fights with nearly any Mustang built between 1964 and 1998 - and winning. The Passat is yet more proof that our society crossed the line of reasonable power in a front-wheel-drive car a long time ago: floor it from a stop and the tires will scream and squeal all the way to 40 MPH; try accelerating through a turn and you may not turn at all. But as long as youre already moving and the road is straight, just slam your foot down and revel in the excess acceleration. (Fun fact: Passats elsewhere on Earth start with 102 horsepower.)

Not that VW packed punch into the Passat and left the rest alone. That would be most un-German. They also did their deed with the suspension, which is now fully independent on every model (instead of just on all-wheel-drive cars) thanks to a new four-link setup in the back. They also swapped out the conventional steering rack for an electro-hydraulic type. In other news, the body is claimed to be no less than 57% stiffer in torsion than before, and the all-season tires are more aggressively sized at P245/45R17, though they also have 225 more pounds to carry.

So even if for slightly different reasons, the Passats ride and handling have the same slightly sporty slant they had before. Freeway ripples can hammer through pretty succinctly, but the suspension is comfortable enough on most roads. And while the all-season tires arent hard to overwhelm, the Passat takes a fairly willing attitude through curves. The switch to electrohydraulic steering sounded ominous, but it somehow comes off as less numb and more natural here than on the new Jetta. However, despite the slippery 0.28 drag coefficient, all that noise coming from the tires and the buffeting wind didnt seem up to autobahn standards. The last Passat did it better.

The Tiptronic automatic transmission abides by all the same rules as before, such as upshifting automatically at redline and downshifting when floored, eliminating it of much of its manual-ness. But it still shifts properly and on-time, and with a total of six gears this year, lets VW one-up (or two-up) every competitor except Mazda and Ford.

The Passat also felt familiar in a few strangely specific ways, even though the last one I drove was of a wholly different breed (a 1.8T 4Motion). Hit the gas and the Passat accelerates normally, then surges ahead once the tachometer swings past 2,000 - yup, just like a turbo engine. Turbos are fun, but wouldnt someone buying a V6 Passat expect linear V6 behavior? Also, VW still hasnt figured out how to program normal behavior into this cars brakes. The pedal is still squashy at times, especially when you press down more than halfway and the antilock kicks in, sending panicky pulsations through the pedal and making you feel like youre about to crash (though with the standard antilock and ESP stability systems, you probably wont).

So even with all the changes, weve gotten a Passat that manages to drive a lot like the last one. Mostly, thats an accomplishment.

Quality concerns

VW didnt fare well in some recent quality studies.
For example, in the 2005 J.D. Power and Associates Initial Quality Study of owners, VW was fourth from the bottom in the number of reported problems in only the first three months of ownership.

This is the poorest showing of all European marques and was only a slight improvement over the previous years ranking of second from the bottom. In 2003, VW also was below the industry average in this Initial Quality Study.

Meantime, in a look at longer-term issues, VWs from the 2002 model year ranked fourth from the bottom and worst among European brands, according to Powers 2005 Vehicle Dependability Study. The study measures problems owners report with their vehicles over the first three years of ownership.

"The Superiorly-Styled Sedan"

Pros:

The styling - interior and exterior - sets this car apart from not only its normal competitors (Accord and Camry) but also from its higher-priced rivals (BMW, Lexus, Infiniti). However, VW also drastically improved the functionality along with the form in the 2006 design. Cup holders, umbrella storage, trunk release, seat adjustments, radio controls, etc. are all very well laid out and add to the pleasant experience of getting around town in the Passat.

Cons:

Unfortunately, it is not the ecomonically-wise decision to go with the Passat over the Accord or Camry. With the requirement to use premium fuel and synthetic oils along with the steep sticker price, it costs to get in the well-styled Passat. However, it should be noted that many features are standard on the Passat that are normally upgrades on similar cars (leatherette, ABS, side air bags, turbo engine, etc.).

Overall Review:

The Passat breaks the mold in the "me-too" family sedan market. VW clearly decided it wanted the Passat to stand apart from the competition, and they succeeded. Does this make it a better car than the Accord, Camry, or other competitors? Not necessarily, but for the customer interested in a superior-styled, high performance sedan that doesnt want to spend the money on a BMW, Audi, or Lexus, the Passat is the clear winner. No one will argue that an Accord or Camry would be "cheaper-to-own" vehicles due to better gas mileage, cheaper maintenance, standard fuel, and lower sticker-prices, but the Passat serves as a strong player that should be considered. The 2.0T engine is a blast to drive around town, the interior styling (red-and-blue lights!) is a joy to experience, and the exterior looks compete with the high-end cars.

Ford of Europe has named officially the production version of its acclaimed SAV Concept vehicle. It will be called the Ford S-MAX to indicate that it matches sports style and exquisite driving pleasure with flexible and spacious accommodation.



The Ford S-MAX is a new model in the Ford of Europe vehicle portfolio, building on the successful Focus C-MAX multi-activity vehicle and positioned between the Ford Mondeo Wagon and the seven-seat Ford Galaxy MPV.




It will be built alongside the new Ford Galaxy and the Mondeo, at Fords production facility in Genk, Belgium. Prices will be announced around the time the S-MAX goes on sale in the middle of this year.

Further details and technical specifications will be released to coincide with the cars public debut at the 2006 Geneva Motor Show in March.

A new name for a new type of vehicle

The Ford S-MAX demonstrates the potential within the large car market for a non-traditional three-seat-row vehicle with the profile, proportions and appearance that reflect an active lifestyle. It also indicates the potential for even more diversity in the heart of the Ford family car range, taking Ford into a new segment of the market. S-MAX customers will be able to specify the vehicle with either a two or three seat row version of the new Ford Fold Flat System (FFS) providing a 5-seat, or 5+2 seating configuration. This takes the flexible accommodation offered by Fords other MAX vehicle, the Ford Focus C-MAX, one step further, while its S designation indicates that maximum space is provided in a sporty profile, and without sacrificing driving pleasure or style.

Ford design and engineering

With the Ford S-MAX and the new Ford Galaxy, Ford is expanding its presence significantly in the large car market. To do this the company has executed the programme completely in-house, in contrast with the joint venture that produced the highly successful, previous Ford Galaxy model. The S-MAX is the first production model from the company to feature elements of the kinetic design direction first shown on the iosis concept vehicle at the Frankfurt Motor Show last year.

This has been made possible by Ford’s shared technology approach, which has the potential to create more diverse body styles and vehicle formats.

Production in Belgium

The Ford S-MAX is being produced in Genk, Belgium, home of the Ford Mondeo, where a 715 million Euro investment programme is currently being implemented, primarily in a new flexible manufacturing system.

More than 12 million vehicles have been built at Fords Genk plant since it opened in 1964. The Belgian facility is one of the most modern vehicle assembly plants in Europe and a cornerstone of Ford of Europes lean manufacturing strategy. Genk will also produce the next generation Mondeo from 2007.

The plant is currently working in two shifts and employs 4,946 employees. Last year 207,163 vehicles were produced at Genk.
source:media.ford.com

We have just met the next-generation Audi TT, a faithful evolution of what has been a very successful model. And while the new car is longer and wider, it doesn’t actually look bigger than the hugely successful original, launched back in 1998. The styling has been sharpened up, too, although the look owes much to its predecessor.



Walk around the car and the most obvious styling departure is the dramatic nose, which mirrors that of the Shooting Brake concept unveiled at Tokyo Motor Show 2005. In profile, the TT has a longer stretch of sideglass and more deeply sculpted swage lines. There are lovely detail touches throughout, such as the taillights with their distinct internal squares – taking a cue from BMW’s trademark ringed headlights, TTs will be very easy to spot from behind after dark.



Climb aboard and you’ll be immediately struck by how much less claustrophobic the new TT feels compared with the old. That’s partly due to an extra eight centimetres of cabin length, which has allowed for more seat travel. You also sit very low in the car, which for tall drivers will counter that sense you had in the old car of the roof being drawn overhead as though you’re wearing a giant sombrero. The dashboard rises high and bluff in front of you, with all the important bits angled toward the driver. It looks good and the control actions all have just the right quality feel to them. We like the flat-bottomed steering wheel, too. Overall, this is a very comfortable driving environment and good, solid progress from the old car.

There may be more length in the cabin, but don’t get any idea that this is anything more than a very occasional 2+2. Space in the rear seats is strictly for small children or adults capable of short-term contortion. The trunk, while still small and shallow, can actually take 20 litres more than the old car’s, at 290 litres. Lower the rear seatbacks and you’ll get a total of 700 litres of space, which isn’t at all bad for a sportscar.

The other thing that purists will love about the new TT is the absence of a fixed rear spoiler. The very earliest TTs didn’t have a rear spoiler, but a high-profile case of a TT becoming unstuck in a high-speed corner prompted the company to add a duck’s tail spoiler on all subsequent models. With the new car Audi has engineered an automatic spoiler, ala Porsche 911, which rises at speed but folds away flush otherwise. In Germany, it’ll come up at 120kph, but in other markets, this is likely to be as low as 80kph. It can also be manually deployed for those who want to show off.

Another crucial feature of the latest TT is one we’ll only discover later this year. We talked to development chief Dr. Ulrich Hackenberg, and his insistence on talking about the new TT’s sporting abilities bordered on the comical. As in ‘can we talk about the interior packaging?’ ‘No, let’s talk about the precision of the steering…’

Hackenberg makes the point that the new TT’s structure is much stiffer than the old, and that the car also has a lower centre of gravity. Indeed, open the door to the new TT and the first thing that’ll strike you is just how much thicker the door sills are, all in aid of a more rigid body. Hackenberg also says that those thick sills are in anticipation of the roadster TT that we’ll see later this year. It should be a lot stiffer than the current open TT.

These moves are all an attempt to redress the perception that BMW does ‘sporting’ better than anyone else, and Audi in particular. So while the original TT launch was about avant-garde, concept-car styling, this latest one could end up being much more about the driving experience. We just can’t wait to see if the promise is borne out.

At launch in Europe, the TT will be available with a 200bhp 2.0-litre TFSI turbo petrol and 250bhp 3.2-litre V6 petrol (the latter with quattro four-wheel drive). The reasonably lightweight TT – 69% of its structure is aluminium – will deliver 0-62mph in 6.4secs in 2.0-litre guise and 5.7secs with the V6. Top speed is 240kph and 250kph respectively.

When asked about a diesel option, something all of TT’s competitors have in major European markets, Hackenburg was transparently coy, saying “If we win at Le Mans 24-Hours with our diesel race cars, this will prove that diesel is sporty.” Which means a) Hackenburg is totally convinced that Audi will win Le Mans with its R10 TDIs, and b) we’ll definitely be getting a diesel option. This is less relevant for the North American market but this will surely change as modern diesels, which are vastly better than the horrible old nails we remember, become more popular.

That’s good news for fans of the fabulous DSG dual-clutch gearbox, which works brilliantly well with torquey diesels. It’s important to note here, though, that Audi has re-named their dual-clutch gearbox ‘S tronic’. That’s a shame, as DSG tag has attained pretty much universal acceptance. In other words, it wasn’t broken...

We reckon Audi’s got the looks just right, and the cabin is also beautifully finished, as well as being a very nice place to spend time. If the TT offers a driving experience to match, there could be a great duel in the offing. Audi TT versus BMW Z4 Coupe, anyone?

Pros: I love pretty much everything about this vehicle! The styling is fresh, hip & unique. The Milan has a great foreign flair! The Milan is extremely comfortable to drive and the interior looks very expensive.



The V6 engine has amazing, effortless pickup and gets awesome gas mileage! The interior cabin is air tight and there is no road noise. This car is an amazing value. Mercury should have come out with something like this years ago! This car is not as bulky as the old Sable and it is alot more attractive.



Cons: A Sirius satellite radio option would be a great addition. Rear visiblity for some may be difficult due to the high rear decklid, so a rear backup assist warning feature might be helfpful. For some reason, the Merc engineers forgot to include a glovebox light, a strange omission given the otherwise high standard equipment level on this car.

New for 2006

The all-new 2006 Mercury Milan is powered by either a 160-hp Duratec 23 inline 4-cylinder with a 5-speed manual or automatic, or a 221-hp Duratec 30 V6 combined with a six-speed automatic. The chassis is tuned to be nimble and responsive with precise steering while providing a quiet interior and ride comfort under a variety of road conditions.

Interior Design and Special Features

The Milans upscale interior offers an effective blend of premium materials and functional design elements. The interior is supposed to reflect the high-quality living environments of todays young professionals. Upscale Milans feature leather seating surfaces with contrasting stitching, and a Wales Mahogany wood finish or Satin Metallic trim can be ordered on Premium models. Base and optional audio systems are MP3-capable, and the split-folding rear seat, along with a 15.6-cubic-foot trunk, adds to the Milans utility. Most buyers will find the Mercury Milan suitably roomy with ample head-, shoulder and legroom for adults to ride comfortably in the front or back.

Safety

Four-wheel disc brakes are standard on all Milans. Antilock brakes with electronic brakeforce distribution are optional on base Milans and standard on the Premium trim, and traction control can be had on V6 models. Stability control is not available. An optional Safety and Security package gives the Milan front-seat side airbags and head-protecting side curtain airbags for all outboard occupants. Without the side bags, the Mercury Milan scored four stars (out of five) in NHTSA frontal- and side-impact (front and rear) testing. With the side bags, the scores were the same, save for side impact for front passengers, in which it earned five stars. In frontal offset crash testing conducted by the IIHS, the Milan scored "Acceptable," the second-highest rating.

Powertrains and Performance

The Milans base 2.3-liter, four-cylinder engine makes 160 horsepower and meets PZEV certification in California. Its connected to a standard five-speed manual transmission, and a five-speed automatic is optional. A 221-hp, 3.0-liter V6 is optional on both the base and Premier trims. It comes with one transmission, a six-speed automatic. This transmission shifts well enough, but we wish it had a true manual-shift mode instead of just two forward-gear gates ("D" and "L").

Driving Impressions

The Mercury Milan Premiers 221-horsepower V6 engine and Japanese Aisin six-speed automatic transmission give the driver the kind of power we all like when it comes to getting across the intersection or getting out of a tight spot, but theres not a lot of reserve after that, and theres not a lot of satisfaction in driving it hard.

The engine feels a bit choked and a bit underpowered, and doesnt sound like a powerful engine when prodded. A full-throttle kickdown maneuver will also get the front end to pitch, too quickly and too high for our taste, leaving the front tires scrambling for traction and direction for an annoying split second.

We found the steering to have a fairly hefty feel and effort at the wheel, but it was a bit too disconnected from the road surface for our taste, a minimum-effort, minimum-feel tuning, but most people will probably not notice much difference either way. High-speed handling showed predictable, normal and usual levels of understeer.

The ride, over the universally awful streets of Detroit, was quite good, with lots of compliance to soak up bumps, not too much body roll, and quiet, smooth operation.
The brakes, on the other hand, were strong and direct, without a lot of wasted pedal travel before deceleration starts to happen, and low effort-to-stop ratio.


Body Styles, Trim Levels and Options

The midsize Mercury Milan sedan comes in two trim levels, base and Premier. The base model rides on 16-inch wheels and includes items like air conditioning, an MP3-compatible CD stereo with six speakers, a six-way power driver seat, a split-folding rear seat, an analog clock, cruise control, full power accessories and keyless entry. Options include alloy wheels, a sunroof, an upgraded eight-speaker stereo and in-dash CD changer. Premier models are upgraded with 17-inch aluminum wheels, a CD changer and leather seating. In addition to the options on the base Milan, Premier models are eligible for heated front seats, as well as a Comfort Package with automatic climate control, automatic headlights, foglamps and an auto-dimming rearview mirror.

Large Trunk

The long, deep trunk has a low, wide opening. Its lid pops up well out of the way on hydraulic struts, but theres no grip or strap to help close it without getting hands dirty on the outside metal. The split rear seatbacks fold forward and sit moderately flat to enlarge the cargo area. The heavy hood is held open by only a prop rod, but fluid filler areas in the engine compartment are easily reached without getting clothes dirty. Lots of people havent put midsize American cars on their shopping list because autos such as the Milan havent been offered. Now that its here, lets see how well it does.

Overall Review:

Great car for anyone looking for an automobile that is affordable, reliable and fun to drive.

This may be a refresher course for some of you since the 2006 models have been out for awhile, but here are reviews of some of the newly-introduced 2006 pickup trucks, from small size to mega size as well as a couple limited additions for 2006.

For a small-size truck, Isuzu has introduced the all new i-280 and i-350. The i-280 is a two door, 2WD model with an extended cab, 2.8-liter, 4 cylinder I-4 (in-line 4-cylinder) engine with 175 HP, 185 lbs-ft of torque and a max payload of 1532 lbs. It comes with a standard 5-speed manual transmission (4-speed automatic is optional). Safety features on this model are optional and it comes with 3 optional packages. Pricing starts at $14,239.



The i-350 is a four door, 4WD model with a crew cab, 3.5-liter I-5 engine with 220 HP, max payload of 1190 lbs and a tow rating of 4000 lbs. It comes with a 4-speed automatic transmission, and expanded list of standard amenities and an optional limited package with upgrades including power-heated seats, 6-disc CD changer and leather seats. Pricing starts at $24,608.

In the mid-size range, we have the Mitsubishi Raider. Mitsubishi offers the Raider in a 3.7 liter V6 with 210 HP and 235 lbs-ft of torque or a 4.7-liter V8 with 230 HP (a leader in its class) and 290 lbs-ft of torque. The Raider comes either with an extended cab with small access doors or a double cab 4-door. You can choose between 2WD or 4WD with 3 transmissions, 6-speed manual, 4-speed automatic or 5-speed automatic. The Raider sports rack-and-pinion steering and tows up to 6500 lbs. One trendy option offered on the Raider is its High Output Audio Package, with a 508-watt audio system including a 6-disc CD changer with MP3 capability, 9 speakers and Sirius Satellite radio. Pricing starts at $19,180.

Where do we put the Honda Ridgeline? Its in a class all its own. This pickup is designed for comfort for everyday driving but its also tough enough to keep up with the "big boys" in towing and payload demands. Ridgeline comes in 4WD only, with a 3.5-liter V6, 247 HP and 252 lbs-ft of torque. It has a total payload of 1550 with its 8.5 cubic foot bed and 5000 lb. towing capacity. It seats 5 easily with 4 full-size doors. Its also the only 4WD pickup to achieve the highest government crash test rating (5 stars) for both frontal and side impact tests. It also has a unique dual-action tailgatge which swings down like most pickups but also swings to the side. Pricing starts at $27,700.

In the full size truck category, we have the new Dodge Ram Mega Cab. Ok, the Dodge Ram isnt new, but with the largest pickup cab ever at 143.2 cubic feet and 111.1 inches long, it certainly is worth mentioning. The Mega Cab has a total seating capacity of 6 and, depending on which model youre looking at, comes in a 2WD or 4WD. The 5.7-liter Hemi V8 has 345 HP and comes in a 5 speed automatic, rear or 4WD, with 375 lbs-ft of torque. The 5.9-liter Cummins Turbo Diesel six-cylinder comes in a 6 speed manual, with 325 HP and 610 lbs-ft of torque.
Of course, what is distintive about this truck is not only its mega cab, but the exceptional storage space it provides as well. The cab has been lengthened by 20 inches. With folding rear seats, youll find 7.5 cubic feet of storage beind the rear seat. On the comfort side, the rear-seat bench also reclines. Built tough to handle almost anything, the Mega Cab also offers luxury options such as a rear-seat DVD entertainment system, power sunroof and full-screen navigation system. So there you have it - mega power, mega space, mega luxury. Thats ONE MEGA TRUCK! Pricing starts at $32,760.

There are also two new limited-edition trucks for 2006:

Chevy Silverado Intimidator SS

This limited-edition truck is a collaboration between Chevrolet and Dale Earnhardt Incorporated. The Intimidator comes with a race-inspired spoiler, unique silver front grille and a lowered ride height, not to mention the performance-tuned suspension, two-stage multi-leaf springs, Tenneco shock absorbers, a stiffer front stabilizer bar and stiffer front jounce bumpers.
The exterior is complete with a black monochromatic color scheme and 20-inch chrome wheels. The Vortec 6000 V8 engine has 345 HP and 380 lbs-ft of torque. Based on the 2006 Silverado SS, the Intimidator also has available features such as a 4-speed electronically controlled transmission, 3.73 final drive ratio, locking differential, cruise control, split bench seats, power seat adjuster, power windows, rear-wheel, 2-wheel rear drive as well as other amenities available on the 2006 Silverado SS.

The interior features Dale Earnhardts signature on the white-faced gauge cluster, black leather seats, plenty of Intimidator badging and Dale Earnhardts Legacy logo embossed into the headrests. Chevrolet only plans to have 1,333 of these beauties in production, and a portion of every sale is going to the Dale Earnhardt Foundation.

The 2006 Ford Harley-Davidson™ F-150 SuperCab

In a continued collaboration between Ford and Harley-Davidson, this limited-edition truck features a 5.4-liter, three-valve Triton® V8 engine with a specially tuned exhaust system, 300 HP and 365 lbs-ft of torque.

The SuperCab sports a 6 1/2-ft. Styleside bed, smoked-out tail lamps, blacked-out bumper, chrome tie-down hooks, slash-cut chrome exhaust, chrome billet grille, blacked-out headlamps and badging on the fenders and tailgate. Other stand-out features are the special chin spoiler and its mammoth 22-inch polished aluminum rims with split 5-spoke design, a first for the F-150.

The SuperCab exudes power with its black and chrome color scheme. The exterior high-gloss piano black is accented with LOTS of chrome, giving it an aggressive, albeit stylish look that sets it apart.

Accenting the interior, youll find once again the high-gloss piano black with splashes of chrome highlights on the instruments, handles, vent rings, floor shifter and door pulls. Black leather front captains chairs and the Harley-Davidson logo give styling to the SuperCab in the spirit of the Harley motorcycle. Ford and Harley-Davidson plan a production of only 10,000 SuperCabs.

Description: Full-Size Luxury Sedan
Base MSRP Range: $71,800 - $118,900
Invoice Price Range: $65,520 - $108,380
Where built: Germany


A face-lift marks BMWs full-size 7-Series luxury/performance sedans and with it comes two powerful engines. Models include the V8-powered 750i and stretched 750Li, plus V12 versions of 760i and 760Li.



These line-topping cars bring sophisticated electronics governing power production and vehicle stability, and dazzling interactive voice commands for operating navigation, climate and communication equipment. Updated 7-Series models project a new kidney grille with revised fascias fore and aft plus xenon high intensity discharge (HID) headlamps. Also evident on the body are refined lines and more chrome highlights.

The V8 engine employed by 750i and 750Li expands in displacement from 4.4 to 4.8 liters to deliver 360 hp. The 12-cylinder engine for 760i and 760Li carries forward with a 6.0-liter aluminum plant that develops 408 hp and features BMWs Valvetronic system plus fully variable bi-VANOS camshaft controls. Both engines mate with a six-speed automatic with shift-by-wire technology.
source: womanmotorist.com

There are many good cars out there like the Acura Tl (great looks, loads of standard advanced technological items, value champ and the best navigation ever), bmw 3 series (sweetest handling & safety) , lexus gs( gushing luxury,supreme quality & reliability) & audi (fit & finish) etc. Each has their own unique fit. Each has their short commings also if you do your own research.

If practicality & value with quality, then Acura is top all around champ.

I did not get this car only because it was not rear wheel drive otherwise it would be the clear winner based on numerous factors. I take my hat off especially to Acura for it technology and value. Try them all and get the one that fit your personality. Infiniti G35 fits my bill, go get what fits you and live it up!

60,000 miles and only needed oil changes. Perfect in zero defect performance. No cost other than regular maintenance.



New for 2006

The 2006 Infiniti G35 Coupe adds new bi-xenon headlights, revised taillights and available Rear Active Steer. The Premium Package offers available Intelligent Key and Bluetooth Hands-Free Phone system. Coupe Sport Package changes include a unique front fascia, side sills, and a revised optional rear spoiler. The G35 Sedan adds Bluetooth Hands-Free Phone System and optional satellite radio to the Premium Package.

Interior Design and Special Features

Thanks to a long wheelbase, the Infiniti G35 offers a spacious cabin. The sedans passenger compartment has ample amounts of front and rear headroom, legroom and shoulder room. The sport coupe is also roomy in front; those seated in back will find adequate legroom, but the sloping rear glass limits the available headroom for adults. Materials quality is solid but unimpressive compared to what youll find in an Audi or BMW. The sedan offers 14.5 cubic feet of trunk capacity, while the coupes cargo area holds just 7.8 cubes.

The Audio System

Once your course is clear, fire up the premium Bose audio system, a worthwhile upgrade from stock audio but only as part of a $3,500 premium package that includes those reclining seats, moonroof, rear AC vents, garage door controller – and the seven speakers and six-disc slot load changer that handles regular, MP3, and WMA CDs. If its satellite radio you want, Infiniti lets you add (at the dealer) either XM or Sirius for $350, which is both a) high for satellite radio if youve priced $100 dashboard add-ons (such as Delphis Roady XT), but b) not bad for automaker-provided satellite radio. Some competitors charge $500 to $800 only to offer XM or Sirius, not both, and they do it with a straight face.

The Navigation System

The DVD-based navigation system from Xanavi, a joint venture between Hitachi and Infiniti parent company Nissan, using Navteq mapping data, will lighten your wallet by $1,800 but is a solid system. Xanavi has just about perfected the birds-eye view motif, which shows nearby streets on a close-up scale and distant roads (and towns) on a zoomed-out scale. Its on a pop-up 7-inch color display, controlled by 12 buttons and a cupped pointing stick that was a bit wobbly for our tastes. Once you start moving, it goes into nanny mode and wont let you – not even a passenger – enter a new address unless its already in memory. Some of the touchscreen Denso-based systems, such as Lexus uses, are a bit easier, particularly the prominent Home button that maps a course to hearth and home.

Safety

All G35s come standard with four-wheel antilock disc brakes with Electronic Brakeforce Distribution and BrakeAssist, torso-protecting side airbags and head-protecting side curtain airbags. A stability control system is also standard. In frontal offset crash testing conducted by the IIHS, the Infiniti G35 earned the top score of "Good."

Powertrains and Performance

Though the Infiniti G35 comes with just one engine, it should satisfy all but the most power-hungry drivers. This smooth-revving 3.5-liter V6 makes 280 horsepower and 270 lb-ft of torque when hitched to the five-speed automatic transmission. Models equipped with the six-speed manual transmission get a 298-hp and 260 lb-ft version of this engine. The G35 is rear-drive, but automatic-equipped G35 sedans are eligible for an electronically controlled all-wheel-drive system.

Body Styles, Trim Levels and Options

The Infiniti G35 is available in coupe or sedan form. The sedan is available in rear-wheel or all-wheel drive. There are no trim levels to choose between, and all G35s come with features like 17-inch wheels, HID headlights, automatic climate control, leather upholstery, an eight-way power driver seat and four-way passenger seat, seat heaters and an in-dash six-disc CD changer. Two major option packages available for the Infiniti car: Premium and Sport. The Premium Package adds items like dual-zone climate control with rear vents, an upgraded 225-watt Bose sound system, a sunroof, automatic headlights and an auto-dimming rearview mirror. The Sport Package adds a sport-tuned suspension, bigger wheels and tires, a limited-slip rear differential and, on G35 coupes, special exterior aero pieces. G35s equipped with a manual transmission receive the Sport package as standard equipment. Stand-alone options include a navigation system, wood interior trim and an active rear-steer system (coupes only).


Road Test

The G35 is everything the G20, M30, J30, and I35 wish they could have been. Its got the agility of the first, the powertrain layout of the second and third, and even more power than the last, all rolled into one. Like each of those, its also got the essential harmony between the mechanicals that elevate the car as a whole beyond its shiny specs sheet.

But since power alone is probably responsible for drawing in half the G35s crowd, lets start there. The G35 uses Nissans omnipresent 3.5-liter V6, a proven piece of big-bore, high-tech, variable-valve-timed aluminum whose initial competition-crushing figure of 260 horses has already been kicked up to 280. Everyone else recently started scurrying to catch up - the G35 now trails a 306-HP Lexus - but its hard to imagine anyones needs not being met by this engines prompt service off-the-line, through the midrange, or at the high end.

Just to illustrate the level of flexibility here, most cars shift down a gear or two when asked to maintain a 70 MPH cruise up an incline. The G35 can run all the way to 100 while locked in fifth. And you can lock it thanks to the segments best automatic transmission - one that shifts quickly and quietly, grants total control in manual mode, and has the unique ace-up-the-sleeve feature of pre-revving the engine on downshifts for smoother engagements.

Such power allows more creativity in the handling since the G35 lays it down the proper way: by pushing, not pulling. Well, our all-wheel-drive "G35x" actually does both, sending 3/4ths of the power to the back wheels and the rest forward. That can slide by up to 1/4th in either direction - 0/100 when cruising to save gas, 50/50 when its slippery underfoot - and can also be locked in 50/50 by pressing the "Snow" button (which has the side-effect of slowing down throttle response). AWD lets the G35 walk straight in the rain and nearly immunizes it from power oversteer. (It still fishtails rather suddenly when the brakes are stabbed, however.) A downside is how the extra front weight and workload cause the front tires to give up sooner, but the power bias maintains most of the G35s rear-wheel-drive feel and able handling.

Infiniti left out no details while imbuing the G35 with sports sedan character. Those brakes speak for themselves: stopping in 110 feet from 60 MPH (in a rear-drive car with 18-inch wheels, the optimal sample) is one neck-snappingly short distance, especially for a machine of this bulk. And at 3,650 pounds, the G35x really isnt bulky for its size thanks to the aluminum engine, suspension, and hood. The quick-response steering and firm all-multilink suspension make it feel alive, and while this Infiniti doesnt meet the BMW standard of road feel, its nice to see a Japanese car with some heft in the helm.

The G35s average 21 MPG is put to good use by an above-average 20-gallon tank. If you ignore the paranoid low-fuel light that sounds the alarm five gallons early (just like in Nissans own Maxima), you can burn through 400 miles on all-freeway runs.

Finally, comfort is kept in check. The G35s firmer-than-expected shocks make for a somewhat rocky ride at times (especially at the lowest speeds), but they still shave the sharp edges off all bumps. The tires are also too audible on cruddy streets, but aside from them and the intentionally vocal engine (which you want to hear), its quiet.

If the G35 sounds like it can do it all, it pretty much can. But Infinitis quest for liveliness led to a few instances of hyperactivity. Turn the steering wheel and the car immediately darts in response. Touch the brakes and the big initial bite lurches you forward. Tap the gas and you lurch right backward, due in part to the transmissions tendency to downshift when youre not looking.

(When using cruise control, it also downshifts to fulfill even modest acceleration requests.) This particular chauffeur quickly grew tired of sarcastic passenger complaints like "youre gonna snap our necks" and "there are other people in this car, you know." And take it from a former Nissan 200SX owner that grabby brakes quickly lead to a long-term leg-ache if your commute resembles the average Americans: 20 miles of freeway at 2 MPH in stop-and-go traffic. Does anyone remember the early 90s, back when Infinitis had the most phenomenally perfect steering and pedals in the world?

The multi-talented G35 has learned every trick in the book. It could learn some manners.

Overall Review

Infiniti did a nice job of combining sportiness and luxury in one package. I forgot how much fun driving could be until I got the G35 coupe. If you look at the whole package its hard to beat the value considering IMHO, its one of the best looking coupes, excellent build quality, great handling and performance makes for a fun car to drive..........WHAT ELSE CAN I SAY OTHER THAN IM LOVIN IT.

MSRP Price Range $31,200 - $33,800
Invoice Price Range $28,701 - $31,084

Absolutely spellbinding power, faster, more control and comfort defies its incredible low cost compared to the Ferrari 360. The engineers at GM truly deserve world wide acclaim and praise for designing this car.

The production workers at Bowling Green are perfectionist and master craftsmen and deliver to the Average Joe a Supercar that is actually attainable - pending availability!! The 2006 Corvette is the fruition of why human must continue to dream big, aim high, and never quit in the face of competition - because you can prevail, and this car does. The 505HP engine is simply the heart of this electrifying car. Whooo-EEEE!



Car and Driver magazine has also named the Chevrolet Corvette as the "Best Performance Car" for 2006 in its 24th annual roundup of the 10 best cars sold in America. It’s no wonder that the Corvette is America’s favorite sports car! The 2006 Corvette Z06 has an endurance-racing-inspired 7.0-liter power plant under the hood. It boasts 470 lb.-ft. of torque and goes from 0-to-60 mph in 3.9 seconds. At 80 mph, the massive brakes on the new Z06 stop the car in a short 109 feet. It delivers a top speed of 198 mph.

Whats New for the 2006 Chevrolet Corvette?

The new Corvette Z06 is the big news, but the standard 2006 Chevrolet Corvette Coupe and Convertible also see upgrades this year. Foremost among them is the new six-speed automatic transmission with paddle shifters, which features Drive, Sport, and Manual shift modes.

Drive works like a regular automatic; Sport engages the Corvettes Performance Algorithm Shift software; and Manual works with the paddle shifters for complete driver control. The paddles are mounted to a new, smaller-diameter steering wheel this year, and the dual-stage front airbags are upgraded with an occupant sensing system for the passengers side. Order the upgraded Bose audio system in 2006, and XM satellite radio is included (though the subscription is extra). New exterior colors include Velocity Yellow Tintcoat and Monterey Red Metallic Tintcoat, while the interior is offered in a new Titanium Gray color. On convertibles, the top is newly available in Storm Gray.

THE ENGINE

With 505 horsepower making the Corvette the fastest Vette ever! The Corvette looks great and rides great. The Jack LaLanne of the engine world, GMs small-block V-8, ripples with newfound muscle thanks to a fatter bore and a longer stroke that yield 428 cubic inches or 7.0 liters of piston displacement. Coded LS7 (in 1970, GM advertised a 460-hp LS7 big-block V-8 that was never bolted into a production car), the latest Z06s engine consists of a new aluminum-block casting liberally loaded with go-fast goodies.

A forged-steel crankshaft is supported by six-bolt forged-steel main-bearing caps and is twisted by forged-titanium connecting rods that are 25 percent lighter than the ferrous-metal rods used in the standard 6.0-liter V-8. Lighter cast-aluminum pistons sliding inside pressed-in cast-iron cylinder liners hammer the incoming charge with an 11.0:1 compression ratio. Intake and exhaust valves are lined up edge-to-edge, wall-to-wall. The 2.20-inch-diameter intakes are titanium for weight savings, and the 1.61-inch exhausts are sodium-filled for rapid heat transfer. An aggressive roller-follower camshaft kicks the valves open 13 percent wider than in the 6.0-liter V-8. All critical cylinder-head surfaces-intake and exhaust ports, combustion chambers-are fully machined to surpass the 6.0-liter engines airflow by 18 percent.

An electronically controlled 3.5-inch (90-millimeter) throttle meters air to the composite-plastic, tuned-length intake manifold, which is fed fuel by high-capacity solenoid injectors. On the exhaust side, four hydroformed stainless-steel tubes merge into one wide-mouth catalytic converter per bank. The pièce de résistance is a bona fide dry-sump lubrication system-a feature Porsche eliminated from its flat-sixes to save cost. A gerotor-type pump driven by the crankshaft evacuates oil that drains to the bottom of the block for storage in a cylindrical reservoir positioned in the right rear corner of the engine bay. A second pressure pump draws lubricant from the tank for delivery to the engines oil galleries.

The key benefit with this arrangement is that theres no chance of oil starvation when high revs mix with high-g cornering and braking. Oil capacity is greater by 2.5 quarts (8.0 versus 5.5 in regular Corvettes), and the remote reservoir helps remove trapped air from the lubricant. To clear a spot for the tank, the battery has been relocated behind the right rear wheel. The LS7 generates a husky 500 hp at 6200 rpm, with a torque curve humped up to 475 lb-ft at 4800 rpm. Thats 3.6 times the output of the original "Turbo-Fire V-8" engine that debuted in 55 Chevys, showing just how far a sound idea can go with half a century of development.

THE BODY

With an additional 100 hp available for beating back the wind, aerodynamic emphasis shifts from minimal drag to additional downforce. The Z06 has a taller front fascia slot to ram extra cooling air through the radiator plus a central nostril dedicated to engine air. A horizontal surface, called a splitter, extends forward of the fascia to help neutralize front-end lift at speed. The rear portion of the front wheel opening is reshaped, and the side vents are larger to relieve underhood pressure. The rear tires are shrouded by meatier fender flares, and forward-facing slits duct air to the rear brakes. The black spoiler affixed to the center portion of the fascia is more than twice as tall as the one used on standard Corvettes. Wind-tunnel testing is ongoing, but its clear that frontal area, drag coefficient, and wheel loadings will be increased over C6 figures.

Other features of the 2006 Z06 listed by General Motors include:

• LS7 7.0-liter/427-cubic-inch Gen IV V-8 engine with lightweight reciprocating components
• 505 horsepower (373 kw) @ 6300 rpm
• 470 lb.-ft. of torque (657 Nm) @ 4800 rpm
• 6-speed manual transmission
• 7000 rpm redline
• Aluminum body structure with one-piece hydroformed perimeter rail frame and magnesium engine cradle
• Carbon-fiber composite front fenders, front wheelhouses and floors • Dry-sump engine lubrication system
• Hand-built engine at GM’s new Performance Build Center
• Unique design styling that includes a larger grille, cold-air scoop and lower air splitter, wide-body front and rear fenders and a taller rear spoiler

• Engine, transmission and differential oil coolers and steering cooler

The new Z06 is the fastest, most powerful car ever offered by Chevrolet and General Motors. It was developed alongside the Corvette C6.R race car.

Corvette’s chief engineer Dave Hill attributes the superior performance of the 2006 Z06 to the technology and know-how from the race program.

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The thrill of open-air motoring was a part of the original allure when the Chevrolet Corvette roadster was born in 1953, and the sixth-generation Corvette (C6) builds on its icon status with technical sophistication and expressive style. Todays Corvette cuts a tighter, tauter profile than the C5 it replaced - with virtually no loss of usable space. These smaller dimensions make the car more agile and tossable, with upgrades in handling, acceleration and braking.

Thanks to its strong and lightweight body structure and a 400-horsepower, 6.0-liter LS2 engine, the 2006 Chevrolet Corvette raises the bar for performance, with impressive handling, yet supple ride quality. The Corvette convertible features an optional power-operated soft top, a feature that last appeared in 1962. The power top features single-button control and completes its cycle in 18 seconds. With a near perfect blend of performance, handling and stunning looks, the 2006 Chevrolet Corvette keeps itself at the top of the American muscle car list, with Fords new Mustang bobbing in its wake. Drive one, and you wont want to relinquish the keys.