I started a job recently in North Scottsdale. Yeah, its that Scottsdale, and its the rich area. It is in the air park where the elite, invitation only car club is housed. The one where you pay an arm and a leg to be able to rent crazy sports cars. It is about three miles away from where Barrett Jackson is held.

Pretty much every day is an adventure in amazing cars, and this is just when I drive down the road. The first day I worked was the week of the Superbowl and everyone was out. I saw a Bentley Continental GTC, Lamborghini Murcielago, Ferrari F430 Spyder, Audi R8, Porsche GT3 RS, and others. This was day one. Yesterday I almost got in an accident as I was driving next to and, in effect, looking at at Maserati Quattroporte. The point is that I get to see a lot of cool cars driving down the road, but today surprised me.

I was reading about the first Nissan GT-R being imported from Japan into the US, and the article was going on about being the first to own one and so on. Well that may be the case, but guess what. I saw one in Scottsdale today. It was red. It was DEFINITELY a GT-R. An R35. Unmistakable.

It was a quick look, but as I saw it and wondered, “What is that?!?” I turned my head for a brief instant while it passed by and there they were. The tell-tale round tail lights, and the rear end that always reminds me a bit of an Altima. It was for certain a GT-R.

Here is the deal. There are a few of these around town as the Nissan proving grounds are about a half-hour away (when there is no traffic) and my guess is that they are driving around some of them before they hit the road here in the US. Pretty simple, but a pretty car all the same.

This is a video that was taken of two GT-Rs in Mesa or Tempe (Southeasterly of Phoenix) by a friend of mine Brian Shaler. The quality isn’t great as it was taken by his cell phone, but apparently there are quite a few of these driving around.

The Balancing Act

I’m still trying to figure out what TL stands for? It definitely is not for Totally Lame, because the Acura TL-S falls in the category of a Man’s Sedan. That’s not to say that women will not like it, but only to say that men will and do.

Acura is the Luxury division of Honda just in case you were wondering, and the TL-S is what you get when you take a Honda Accord and put it on steroids. This car balances performance, luxury and style much like a Tight Rope Acrobat at a Circus without a safety net. The whole time you’re thinking why, is that safe, or is he crazy? But the truth is when it is all said and done, Acura gets across the rope and the whole event is unforgettable.

The body is beautifully refined with smooth curves and a body lines similar to ones that you would find in a BMW. The standard TL comes equipped with a 3.2 L V-6 engine that puts out 258 HP with Honda’s clever VTEC system and is priced at $33,725 to start. Not to shabby, you know, if money was a concern.

But since I’m dreaming and I don’t like telling my wife that there is an option for less horsepower, let’s look a the TL-S. First off this comes with a few different options such as a 5-speed automatic, if your the sensible type or a 6-speed manual trans, if your the enthusiast type like me. Six gears, six times the fun, right? Both options of the TL-S are equipped with the 3.5 L V-6 engine (also equipped with VTEC) that produces a whopping 286 HP all for $38,225. The more horsepower, the better. Don’t ask why? It just always is! The price is the same with an automatic transmission or manual and there is a $200 extra option for performance tires.

Now there is one thing I don’t like about Tight Rope Walkers, well several because they work for the Circus, but one main huge reason. Spandex, tight pants, you know, tights. Well as it happens there is one thing that I am not terribly keen for on the TL-S and it just won’t be of my personality if I didn’t mention it. It is front wheel drive (cue the dramatic music). But honestly, I really don’t think that it will hinder the enjoyment of driving the car… Yeah, I’m going to leave it at that until I actually get to drive one.

To sum up, it is a great car that your girl will like. Oh, right “The Man’s Sedan”. The TL-S has the power, comfort and looks that will get your friends talking and make them jealous. It will have the similar affect of a stealth fighter by flying low and attacking quick to put the shock and shame to all guys everywhere. I humbly induct it into Man Sedan grouping, club or whatever it is.

There is not a vehicle that I can think of that is more iconic then the Chevy Corvette. When I look at a Corvette I see the red, white and blue. The car symbolizes American history almost as much as the Statue of Liberty and is recognized through out the world. It is an engineering masterpiece that General Motors spares no expense on, and it is truly one of best vehicles available for the price.

I really have never met a person who didn’t know what the Corvette was or looked like. I’ve known about it since I was five years old, because my first Hot Wheels cars were a ‘76 Sting Ray Corvette and an ‘87 Corvette, and I loved both of those little cars.

The Corvette was first release in 1953 and was a far cry from the performance driven car of today. It came equiped with a State-of-the-art Fiberglass body, (its all down hill from here) solid axle, an inline 6 cylinder engine from a truck hopped up with some better carburators, 4-wheel drum brakes, and a two speed automatic transmission. When I said far cry I meant from across the Universe. The car was peiced together from spare parts, as you can tell, and in 1955 GM considered discontinuing the car altogether. But with the release of GM’s Corvette competitor the Ford Thunderbird, GM decided to rethink the project hiring Zora Arkus-Duntov from the Soviet Union. He had a brillant idea of putting a 3-speed manual transmission and a 283 cubic inch V-8 in the Corvette. It worked and the rest is history…a glorious rich history. The New V-8 at the time was mechanically fuel injected and produced 283 HP (one horsepower per cubic inch). In 1962 GM upped the displacement of their V-8 to 327 cubic inches, prducing 360 HP.

In 1963 GM launched the C2 Corvette, the second generation of their sports car with rear independent suspension. In 1965, the car was upgraded and came equipped with four wheel disc brakes and a new 396 cubic inch engine producing 425 HP. In 1966 a 427 cubic inch engine emerged and in 1967 the L88 427 was born. This is one of the most desireable Corvettes around and the big block was only rated at 430 HP. Show some of hands if you think that was what that big block really put out (Rhetorical question)? That’s right, it was underrated and developed around 550 HP. The new 427 (7.0L) engine in the 2006 Z06 Corvette only puts out 505 HP.

In 1968 the C3 Corvette was launched and marked a depressing era in Corvette History. The Displacement of the big block engine was increased 454 Cubic inches and the 327 to 350 cubic inches but in 1970 and ‘71 those engines peaked in power marking the beginning of stricter emissions and unleaded fuels. In 1975 the Corvettes power deminished to go-ped levels. The base model Corvette came equipped with a 165 HP engine and the optional L82 engine with 205 HP. My Mom’s four cylinder Camry has 165 HP… at least it’s still more then Austin’s Sentra (See Feature) and probably not as boring.

The C4 Corvette began production in 1984 and came equipped with an L83 engine which used a unique fuel injection system know as “CrossFire”. Sounds fancy but was really wasn’t that great. The C4 was designed to be aerodynamic and light weight with new aluminum brake calipers. In 1985 most Corvettes were equipped with the L98 V8 ustilizing tuned port injection producing 230 HP. In 1992 the engine was agian upgraded to the imfamous LT1 which produced an impress 300 HP. The same year GM introduced a traction control system called Acceleration Slip Regualtion which was designed to help the driver maintain control of the vehicle. In 1996, the last model year of the C4, the Corvette fully recovered from the 1980s and a 330 HP LT4 engine was available with all manual transmissions.

Note: The C4 corvette came in a few different models including a twin turbo (B2K Calloway, 450 HP), ZR-1 (Lotus tuned engine 375 HP and 405 HP in 1992), and the re-release of the Grand Sport (330 HP).

1997, welcome to the C5. The C5 Corvette was completely redesigned putting a trans-axle at the back of the car connected by and axle tube to the engine at the front of the car. This gave the C5 Corvette a better weight distribution and superior handling compared to the C4. The C5 came equipped with the LS1 small block V-8 producing 345 HP. In 2001 the Z06 Corvette was released for the Corvette enthusiast market and was really a completely different Corvette than the C5. The Z06 utilized new suspension, titanium exhaust, thinner glass, wider wheels and of course a 405 HP LS6 engine. A completely awesome car.

What could be more awesome then the C5 Z06? How about the C6 Corvette. Released in 2005, it is lighter, has redesigned suspension, and for the first time in since 1962 it has exposed headlights. No more pop-ups. The displacement of the engine was increased to 6.0L and produces 400 HP. But really what makes the car impressive is the fuel economy of 18/27 mpg. It gets better, the Z06 model has 505 HP out of a 7.0 L V-8 and it the first car produced in America with that much horsepower to avoid the gas guzzler tax. This is due to the displacement on demand technology that shuts off as many as four of the cylinders under lighter loads, and uses all 8 cylinders when the power is needed.

There is so much heritage and greatness in the Corvette that one wonders, “What is there to look forward to?”. Well, the return of the ZR-1 Corvette appears to be coming. It is said to utilize the 6.2 L V-8 in the standard C6 but supercharged (I love forced induction.). It looks like GM is trying to make a run for the Viper.

When I started writing this article I thought that the Corvette was one of those cars that middle-aged men get when they have a mid-life crisis (no offense middle aged men) but my impressions have changed. It really is a tribute to American history and Racing. I can honestly appreciate all of the work and effort that went into designing, engineering and building this car. It doesn’t make my jaw hurt as Austin so elequently put it (I still haven’t found that car that does) but it is definately near the top of my list of favorite cars of all time. Here’s to you Corvette for surviving to be an American icon for over fifty years!

It’s about time we wrote about a truck! Geeze, what kind of gig are we running here, Austin? I’ve been rolling it over in head on what truck would be worthy enough to be the first that we talk about and I could only think of one. The Dodge Ram. Particularly with the Cummins Turbo Diesel.

If you want a truck that can tame anything, then this is it. The Ram comes in many options including a 5.7 L gasoline V-8 producing 345 HP and 375 ft-lbs of torque, a quad-cab for you contractors that have to haul around those pesky employees or children, and four wheel drive if you have to climb the face of a cliff with your truck.

The Ram also comes equipped with four wheel anti-lock brakes and optional 6 speed manual transmission. Nothing like shifting gears with a beefy clutch and six gears of monster like torque!

But the Cummins engine is where its at. It produces 350 horsepower and 650 ft-lbs of torque out of 6.7 straight six Diesel engine. Torque, Glorious Torque (Sorry, I couldn’t help myself.)! With that kind of power you could tow anything, and I mean anything. The 3500 Ram has a towing capacity of over 16,000 pounds. That is 8 tons! That’s a lot of manure! (I have no other ideas on what you could tow 8 tons of except manure. Insert Austin’s smart A** comment here: Allen is not terribly creative so you will have to give him a break. You could also haul 8 tons of rock, or 8 tons of horses.)

The Cummins is a great engine and has only improved over the 20 years or so that it has been in production. Tried, true and proven.

I was feeling a little guilty about my first Man’s Sedan feature on the BMW M5, choosing a car that probably wasn’t remotely in anyone’s price range and certainly not mine. I can dream, right? After being pulled back down to Earth by Austin I decided to choose the new Dodge Charger.

There are a few reasons why I went with this car. First off my cousin owns one and she, that’s right SHE, loves it. Now she has a few kids and finds the car to be completely functional for hauling around her children, groceries or whatever. She also has a lead foot, which means she has to have a car that is capable.

Now I’d never be able to talk my wife into buying this car if I rattled off this:

“Did you know this car comes equipped with rear wheel drive, independent suspension and a choice of two different v-8 engines? One, a 6.1 liter producing 425 HP and 420 ft-lbs of torque. The other, only a 5.7 Liter V-8 produces 340 Hp and 390Ft-lbs of torque (like 340 HP isn’t a lot). ” But you better believe I’d be telling my guy friends like Austin.

I think I might try this approach:

“My cousin owns one and she likes it. There is plenty of power and room. It comes with an automatic and cruise control (I might mutter something about Rear Wheel drive at this point under my breath but out of ear shot of her.). Also you can easily get a child’s seat and kids out of the back seat, because even though it doesn’t look like it, it has back doors. It also comes in blue.” The girl likes blue and I’ve got to sell it any way I can.

[Austin: At this point I would like to note that Allen doesn't actually have children, though it is a regular point made in conversations with his wife.]

The Charger does come with two different versions of a V-6, which would certainly slip my mind when talking with my wife. Why would any one by a Charger with a V-6? It’s like having a piece of cake without the icing. Its just not the same.

For a sedan that looks like a coupe and for the R/T model you’ll be paying just above $30 K. The V-6 models are closer to $20 K and the SRT-8 is around $40 K. Hmm, I guess I need to put a little more working into finding a “Man’s Sedan” in a lower price range. The SRT-8 is a little over my budget. In my defense, it is half the price the of M5.

[Austin: I think it is going to be rather difficult to find any sedan with a good chunk of power for less than $30k.]

There are not very many Japanese cars with as long a running production history as the Z car. It has stayed a constant even though its Mothering company changing names from Datsun to Nissan. It even manged to survive the gas crunch and the few years that was removed from the market.

The Datsun Z car was first produced in 1969 under the alias of the 240 Z. It came equipped with a straight six engine producing a whopping (I wouldn’t hold your breath for this.) 151 horsepower (HP). It was designed to be an enthusiast car with only two seats on a RWD platform. It came equipped with disk brakes and a 4-wheel independent suspension. To complete the package, Datsun made the car with refined body lines and an extra long hood to house the extremely long straight six engine making it an instant classic.

After a few years in the 240 Z trim, Datsun upgraded its Z car to the 260 Z in 1974. Unfortunately the only upgrade was the displacement of the engine, increased from a 2.4 liter to a 2.6 liter. The 260 Z output dropped to 139 HP due to emissions regulations. The 260 also had the option of a back seat. There isn’t much I like about this Z and I can’t figure out why Austin is so infatuated with it. I find the styling to have lost some of is beautiful curves from the previous model and the drop in HP means there is nothing to pick up the slack.

[Austin: I like this Z because it is the one that I have been trying to buy off of my aunt for the past 10 years. It is the only one that I have had a chance at buying, and I totally dig the styling over the 280. It is a beautiful mix of both housing one of the worst engines that Nissan has ever developed.]

Luckily for Datsun they didn’t leave the 260 Z in production long and in 1975 they produce the 280 Z. Increasing its displacement and cleaning up its styling. The 280 Z output increased to 170 HP thanks in part to the introduction of fuel injection. Woopee, Fuel injection. There were 2 generation of 280 Z and in 1978 the 280zx (The next generation 280.) was produced until 1983. It came with many option including T-tops and also the only option I really care about the TURBOCHARGER. Oh boost…

The Turbocharged option gave the Z 180 HP and the NA version dropped down to 135 HP. Once again Federal Emission is to blame for the lack of Horsepower. Though I do have to give “Uncle Sam” credit for allowing me to breath some what clean oxygen today. It’s an acceptable trade in my book.In 1984 the Z car was completely revamped dropping the straight six engine for a V-6 and restyling to usher in the era of Atari and Nintendo. It was renamed again along with its manufacturer to the Nissan 300zx. The V-6 engine jumped the horsepower to 160 for the NA models and 200 for the Turbo model. Go Turbo!

The 300zx stayed for two generations and in 1990 the Z32 hit the showroom floors. Offer a four seater model and a two seater model which could be Twin Turbo or Naturally Aspirated. The engine was also revamped in favor of dual overhead camshafts producing 222 HP N.A. and 300 HP Turbo Charged. Go Turbo!Unfortunately the 300 ZX ended production with the 1996 model year where it took a vacation. I like to think it went back home for a few years but it wasn’t produced in Japan which leads me to believe it went to Acapulco.

[Austin: This is a Z that I truly loved. My friend has the TT and it was an amazing vehicle. Whenever I mention them, Allen insists on mentioning that they are hard to work on. (Like I care about that) In fact I bet he was thinking that before he even finished reading the sentence.]

Until popular demand by car enthusiast brought it back to the United States in 2003. The 350 Z kept its original sloped fastback design that so many fell in love with. The 2003 model came with a 3.5 liter engine producing 287 HP N.A. There are no turbo options for this car and my eyes are welling with tears for the lacking option.

So that is why the Z gets my vote for a car with Heritage. It take a lot to come from a parent who decides to change it name during a mid life crisis and it takes even more to make a triumphant come back after being stuck in Acapulco for so many years.

Unveiling the XC60 Concept at the Detroit Motor Show in January 2007 was the climax of four months’ intensive work at Volvo Cars Concept Centre. The centre is Volvo Cars’ very own ‘inventors’ workshop’. It includes eight different departments. The staff working in this centre are all specialists of different kinds, and they really know their stuff. The fabrication of the XC60 Concept had about 70 staff involved in working on it.

From start to finish
Laser equipment is used to cut hinge components in the sheet-metal workshop. There are about 30 or so metalworkers in this department. This time they have taken a V70 floorpan, then modified it as required for the XC60 Concept. The body sides and roof have been made from carbon fibre, of about the same thickness as the sheet metal normally used for car roofs.

The Numerically Control milling department has numerically-controlled machine tools that can cope with most milling and cutting jobs. The workers use Rapid Prototyping equipment for machining components like buttons and lamp housings, straight from CAD (Computer Aid Development) input.

Next comes the Vehicle Development workshop, which provides all the electronic functions needed. A Volvo concept car has to have fully-functioning lighting and locking systems for instance, and its engine has to start. The computer programming of the tailgate electrical functions and soldering a diode board for the front lights are examples of this part of the production. Andreas Johansson, vehicle technician, works on a diode array for the headlamp assembly.

“It’s really cool, being in on this from the design stage all the way through to the finished car. It means you’ve got to have broad knowledge,” says Andreas Johansson.

Perfection in every last detail
Vacuum forming or thermoforming are methods used for producing interior components such as the panels for the car pillars and some of the lamp lenses. But it often takes many trial runs to produce the desired results.

Machine-milled acrylic has been used to produce the very distinctive headlamps on the XC60 Concept. On the XC60 they had to sand and buff them with very fine sandpaper to get the surface just right. Very carefully, they are fit into an outer shell of brushed aluminium, to produce a unique beam of light It takes countless measurements to ensure that all the separate parts of the car will come together perfectly to form the whole.

This is where the Geometry department comes in. Here they perform all the calculations and preparation of the tools which will turn design plans and drawings into components ready for manufacturing or fabrication. They have to see to it that all the parts for all the systems are suitable and ready for fabrication and assembly.

In the section known as the saddlemakers’ shop they take care of the floor lining. On the XC60 Concept it is of dark-brown saddlequality leather – a little thicker than ordinary leather. This has to be soaked in water before it can be shaped and cut to size. Hard concentration is needed on the sharp blade used to trim the edges. The contrast stitching for the seat upholstery is in a lime-green thread.

Clever design
In a separate room, the revolutionary tailgate opening options have been causing a few headaches. Two experts have spent seven weeks, full-time, making the design work well in practice. The clever design of the tailgate, means that it can open in three stages. There was a lot of experimenting to make it work, and in the end the team were forced to build a rig to test its functioning thoroughly.

At all the appropriate junctures in its assembly, the car is taken next door for coats of paint in the Pilot Plant paintshop. The process is different when you have a carbon fibre body – you can’t force the drying process. The exterior has a three-coat metallic finish. But this shop does interior paintwork too. Parts of the centre stack console and the backs of the seats, for instance, had three coats as well. The top coat for the XC60 Concept is a clear lacquer to make the surface look slightly rubbery. And many trial coats were needed for some of the lamp systems, to get the shades and surface effects just right.

“It’s ofter a question of just a few drops more or less when you mix your own paints. A shade more yellow perhaps, or a little more green. We do practically everything ourselves – it’s great fun!” says Mikael Banryd in the Pilot Plant workshop. Thorough preparation work always takes a lot of time for paintwork, but it is absolutely essential if the end-result is to be perfect.

A Concept made to last
Most car-makers develop concept cars to show off futuristic designs and to attract attention to the brand. But not many do as Volvo does – build them themselves. There was a time when it took up to 36 months to produce a concept car. With the XC60 Concept, it was done in eight. From the project ‘go-ahead’ in April, the work started in August, the four months in the Concept Centre and the freight from Torslanda to Detroit in January. It was teamwork at a record speed of eight months.

Once the decision was taken to build the XC60 Concept, the Concept Centre began planning and staffing the project in the run-up to summer. Their time schedule was planned in minute detail.

The people building it have to be a tightly-knit bunch, and you have to work closely with the designers and design engineers. The first model of the car is assembled on computer on the basis of styling and design engineering input. The physical clay model made next gives more scope for fine-adjustment and refinement of the design. The end-product is using carbon fibre. A concept car needs to be a showcase for bold design and also ‘a bag of candy ‘ for the technical people. Volvo Cars’ view of its concepts is that they should be used for long periods. A concept car has to go on tour to motor shows all around the world. And many of them end up in museums. So they need to be made to last. It has to be of top quality – it will be subjected to intense scrutiny by people in the same business. The impact you’re looking for is a car that takes people’s breath away when they see it. And that was the result when the XC60 Concept was unveiled by Volvo Cars Senior Vice President Design Steve Mattin.

FACTS

About 70 staff at Volvo Cars Concept Centre in Gothenburg were involved in making the XC60 Concept. Among them are experts in milling techniques, lathe operators, upholstery experts,sheet-metal workers, technicians and engineers.

Here it is. The brand new Subaru Impreza WRX STI. Like all of the WRXs before it, I have mixed opinions on the styling. I imagine in a year or two I will be completely in love with it. It has taken me at least a year to actually like the 2006 Subaru Impreza WRX STI (I didn’t quite like the Tri-grill.). This grill looks better, but it feels similar to a Civic SI. The new 2008 Subaru reminds me of the Lexus IS300 (which I personal like better then the latest model of the IS in terms of looks) five door wagon but with a bit more flare. The wide body of the Subaru, to my surprise, flows almost seamlessly into the tail lights from the fender vents. Yes, I actually like the fender vents on the fender for a couple of reasons. One they are subtle and not flashy, and the other reason is they are functional like everything that Subaru designs into a vehicle. I can’t wait to see one up close and personal. You know, it might not take me a year to be fond of this model year.

Austin:

I am not so crazy at this point about the look of the car. In general, I am a really big fan of the STIs of the past, and I am hoping that this is one that I can love too. It feels like all of the manufacturers are creating bigger and bigger cars to try to appeal to the broadest audience. The problem is that they start to become less of a car for enthusiasts. I am going to wait until I see this car (or drive it) for my full opinion. At this point I liked the last generation better. I am just not a fan of the rear that much. It is sort of bubbly and the front it pretty plain jane. Sorry Subaru, I really liked the big wing. I am hoping that this car is the greatest STI ever, in order to make up for the styling.

(Pictures From Edmunds Inside Line, Courtesy of Subaru of America Inc.)