Automobile Blog

New Ford Ranger debuts in Thailand
The Blue Oval used the Bangkok International Motor Show to debut the “All New Ford Rangerâ€? to the world. Unfortunately, this world market Ranger is not destined to be the replacement for our aged compact pickup. Too bad, too, as the “All New Ford Ranger” doesn’t look half bad.

Despite denying its domestic market a new tiny truck for years now, Ford has no shame in associating Thailand’s all-new Ranger with the company’s “American Tough Truck heritage� and mentioning our own best-selling F-150 in every other sentence.

Ford’s full press release and a couple more pics after the jump

Bangko, Thailand, March 7, 2006 – The All New Ford Ranger makes its world debut in Thailand at the Bangkok International Motor Show and introduces the latest of Ford’s American Tough Truck to the Thailand market. Ford is confident to continue its success in the one-tonne pickup segment with the new Ranger pickup that aims to set a new standard in the industry in terms of engine performance, fuel economy, passenger comfort, safety features, excellent drivability, towing capacity and affordability. The tough exterior and refined interior design is an extension of the most successful pickup truck in the world, the best-selling American Ford F- series trucks for 29 consecutive years.

The new Ford Ranger defines Ford’s American Tough Truck heritage and delivers on the company’s commitment to offer innovative products to customers that are affordable and of high-quality.

Mr. John Fink, Executive Vice President of Ford Thailand ,recalled that “When the first generation one-tonne Ford Ranger came to Thailand, it revolutionized the entire pickup truck market with innovations that changed the pickup standard – first with passenger airbags and ABS brakes in 1998, first with double cab bodystyle in 2000, and first with Rear Access System on Stretch Cab bodystyle in 2002. With the All New Ford Ranger, we will again set a new standard in engine technology with the new DURATORQ commonrail engine that pushes the boundaries in performance and fuel economy. All these innovations come together in the All New Ford Ranger in a package that is tough, durable and best of all, affordable.

“The All New Ford Ranger is an authentic modern American Tough Truck; through its bold statement of Build Ford Tough design and technology innovation, the All New Ford Ranger really hits the bullseye directly where our customers demand so,” Mr. Fink said.

Exceedingly Powerful and Fuel Efficient DURATORQ TDCi Commonrail Engine
The All New Ford Ranger is powered by the latest commonrail engine with 16-valve Dual Overhead Camshaft (DOHC), new generation high pressure Bosch Commonrail Fuel Injection System and Variable Geometry Turbocharger to deliver exceptional engine performance, best-in-class torque, rapid engine response and high fuel economy.
The 2.5L engine delivers 143 PS and 330Nm of torque at a low 1,800 rpm, yet provides 22% better fuel economy than the Ranger’s previous 2.5L WLT turbo engine. The 3.0L engine is a new addition to the Ranger, and boasts best-in-class 380 Nm torque at 1,800 rpm and 156PS power output.

The perfect combination of “Variable Geometry Turbocharger” technology and the new generation Commonrail Direct Injection Fuel System increases power output and torque across the driving range – making the All New Ford Ranger a spirited performer on expressways, crowded city streets and off-road conditions, with instantaneous acceleration even when carrying heavy payloads. The Dual Mass Flywheel increases engine response and reduces engine vibration to provide smooth engine acceleration and responsiveness.

The turbo-diesel powertrain is mated to a new 5-speed Manual Transmission, designed for easy shifting for a more car-like response and handling.

Bold and Tough Exterior
Tougher and more muscular, the All New Ford Ranger carries a distinctive ruggedness that runs from the grille up into the power dome of the hood, through the body, and down into the rear. The raised beltline contributes to its bold and commanding profile yet retains a modern and sleek look.

The characteristic 3-bar front grille is wider allowing for improved air-flow and superior cooling for heavy duty hauling and towing. The split front fascia houses new rectangular headlamps designed for off-road application. Its clear-lens reflectors feature jewel-like details to provide superior light distribution.

Large pronounced wheel-arches further enhance the muscular presence of the truck. The new Ranger is fitted with 16-inch alloy wheels and all-terrain tyres.

Mr. Fink said that “The All New Ford Ranger’s rugged exterior speaks for itself – as an authentic ‘Tough Truck’ that delivers on command each time. The Ford Blue Oval prominent at the front and rear are proud badges of honor and distinction – hallmarks of its Built Ford Tough American Truck heritage.”

Modern and Refined Interiors
While the All New Ford Ranger exterior speaks of “Tough Truck”, the interior offers a welcome delight with a space that provides a comfortable and luxurious experience to the driver and passengers through its sedan-like modern and refined interiors, and superb suspension.

The All New Ford Ranger features a refreshing interior color of camel, in addition to the more conventional grey interior. The “power-theme” of the exterior is carried forward to the interiors through bright chrome details. The modern and sporty three-cluster instrument panel is complemented by the bright chrome center stack housing the integrated high fidelity CD player, AM/FM radio with MP3 capability.

The seats have been ergonomically designed with front-seat cushions, side bolsters and bigger headrests to offer better support and comfort for long-distance traveling. The rear seats have improved seat-back angles and feature a central armrest.
There are plenty of uniquely designed storage areas for convenience and functionality. Ranger offers five cup holders and two one-liter bottle holders in the front door trim panels. The large center console consists of upper storage for smaller items and larger lower bin for CDs and larger items. The cavernous 8.1L glove-box adds to more stowage room.

In an industry first, a working tray table pulls out neatly from the instrument panel, suitable for placing lunch or completing paperwork.

Excellent Drivability
The All New Ford Ranger has been engineered to work the way you work, the way you expect your truck to work. Every mechanical aspect of the truck has been engineered and fine-tuned to deliver superior driving and handling.

The Ranger’s new ladder frame chassis adds increased rigidity and a tougher and more durable suspension contributes to improved ride capability. Steering has been optimized for easy handling at low speed and firmer steering at higher speeds, allowing for easier low speed parking maneuvers and minimum of understeer and oversteer at high speeds.

Acceleration is instant, smooth and predictable, while body roll is at a minimum and adhesion to the ground is high even under dynamic driving, thus giving the driver excellent road holding control and confidence.

The brake system is designed for superior braking control under real-world loaded work truck conditions. Braking is smooth, stable and controlled. With Electronic Brake Force Distribution (EBD), the system automatically adjusts to the load carried to give confidence to the driver even under maximum payload or towing capacity. The 4-Wheel Antilock Brake System (ABS) prevents wheels from locking during sudden braking on slippery conditions.

Superb Functional Capabilities
The All New Ford Ranger has superb functional capabilities like no other – it is a “truck done right for the job.” The pick-up box has been raised 60mm to offer an impressive cargo volume capable of carrying one tonne payload and up to three tonne towing capacity. A unique shelving system incorporated into the pickup box’s inner lip design allows for flexible and optimal cargo management.

The All New Ford Ranger continues to set new safety standards in the pickup truck industry through its industry-first seat side airbag. Front driver and passenger airbags are standard. Three-point seatbelts in outboard positions come with seatbelt pre-tensioners that provide improved passenger restraint. Superior body construction designed to manage the crash forces away from vehicle occupants, side intrusion beam for side impact protection and the raised door beltline provide added safety and protection, making the All New Ford Ranger one of the safest trucks in the market today.

As a tough work horse, the Ranger is well equipped to tackle any challenging terrain. Ranger has a generous ramp-over angle while vehicle approach and departure angles have been designed for steep climbs. Combined with extremely tractionable engines and high levels of on-demand torque, the Ranger is an authentic off-roader you can depend on to take you anywhere and to get you back safely. The Ranger’s tough 4X4 capability is well proven through the success of its predecessors in conquering the harshest conditions found in the far-flung corners of the world — the Ford Ranger is the indisputable authentic Build Ford Tough truck.

2006 Chevrolet TrailBlazer SS: In the Autoblog Garage Day 2

In our previous installment of the Chevrolet TrailBlazer SS review, we took you for a walk around the exterior of the vehicle. Now it’s time to open the hatches and see if the interior can live up to the sheetmetal’s understated good looks.

Our sample arrived with an Ebony interior, which we generally prefer over the Light Gray alternative. For year-’round usage in the Salt Belt region, we want something dark, and suspect that those who transport children on a regular basis will feel the same. On the other hand, our readers who reside in sunnier regions may wish to select the lighter color, and GM is kind enough to match either interior color choice with all of the available exterior color selections.

Stepping into the TrailBlazer SS, we find that the subtle exterior styling philosophy finds its way into the interior. There is still liberal use of hard plastic, but it’s a serious improvement over what we’ve seen before from the General.

A steering wheel wrapped in perforated leather and capped with a metal SS logo is one of the first things a driver will set his hands upon, and we found it to be perfectly sized in terms of diameter and rim thickness. Four rocker switches are provided on the upper two spokes, with an additional four push buttons on the lower spokes.

The tilt column, unfortunately, is still of the detent style, and we found that our preferred wheel positions usually fell between two of the five widely-spaced available positions. The friction-style tilt column found in some other vehicles offers an infinite number of positions and therefore is much more accommodating to picky drivers.

The 8-way power seats (fore/aft, height, tilt, recline, inflatable lumbar) don’t get the perforated treatment for some reason, but instead are covered in smooth, soft leather. The lack of lateral support is partially compensated for by the suede-like center panels. We’d rather see substantial bolsters, but to give credit where it’s due, the rougher leather is quite good at keeping driver and passenger firmly planted where he belongs. The embroidered SS logo is a classy touch, as well.

We found the lower cushion to be far too long for the vertically challenged among us, but taller occupants who tried out the seats welcomed the additional support. Oddly enough, the passenger’s side seat rides higher than the driver’s, so sticking someone taller than 6′ or so in the right front may result in some headroom issues.

Optional adjustable pedals were fitted to our tester. We don’t often notice an advantage to this feature, but shorter drivers can use such a system to maintain proper spacing from the airbag, and those with odd proportions will undoubtedly find such an option to be helpful. For safety’s sake, the pedals can only be adjusted when the vehicle is in Park.

The foot wells offered plenty of room for this journalist’s size 11 stompers. Since there’s nothing for the driver’s left foot to do, a dead pedal is provided to give it a place to hang out while the right foot has all the fun.

Moving our attention upwards, we find an instrument panel that’s cleanly designed and offers a complete set of gauges. The speedometer can be a bit difficult to read due to the coarse markings and a needle that seems about 10mm too short; otherwise, the status of critical parameters is easy to ascertain with a quick glance. We’ll touch on the gas mileage another day, but one may find himself humming the chorus of Sugar’s “Needle Hits E” as the miles roll along.

The multifunction display is located just under the speedometer and is capable of providing a variety of information, such as the trip odometer (there’s actually two), fuel economy, and tire pressure for each of the four corners. It also allows for the programming of some vehicle configuration options, such as the key-off headlight timer. All of this is controlled by using the aforementioned pushbuttons on the steering wheel’s lower two spokes to navigate through three menus (one per button; the fourth provides the “select/enter” function). The system is rather easy to navigate after only a few minutes of familiarization.

The GM fans among our readership may actually be pleased to see that the multifunction wiper stalk remains; buyers coming from other brands will likely be confused by this device, which attempts to encapsulate more functionality than a Swiss Army knife. We like the way this device implements the cruise control functions, but the small ring that must be rotated to operate the wipers is a bit difficult to operate, especially when wearing gloves. And the rear wiper control is located about two feet away, on the center stack.

There is no tap-up/tap-down selection of gears, but the seven-position shifter allows the driver to manually select the lower ranges if desired. Unfortunately, the shifter is located just a bit too far to the rear for this to be practical during performance driving, and dropping the stick down into D1 results in a conflict with whatever beverage container happens to be occupying the most rearward of the center console’s three cupholders. The console also fails to provide sufficient support to the shifter, and the result is a bit more compliance than we’d like to feel from this driver control. We’d rather see the center console redesigned with only two cupholders, and then maybe GM could find a place for us to put our cell phones, PDAs, and whatnot.

The shift knob is covered in high-quality leather, but the satin chrome trim “mohawk” doesn’t match any other component in this interior. Then there’s the shift boot, which just didn’t fit correctly, felt cheap and generally looked to be an afterthought.

Drift slightly south of the knob button, and the driver’s thumb will find a switch for the StabiliTrack system. A quick tap of this switch defeats the traction control but leaves the stability control activated, where as holding down the switch for five seconds or so will turn off almost all of the electronic nannies. Some “torque management” remains, which we suspect is required to save the drivetrain from driver stupidity, such as trying to powerbrake an AWD vehicle. But it’s not like we’d know anything about that.

Our tester was equipped with the Bose premium sound system, XM satellite radio, and the navigation radio system. The system is operated using the minimalist row of buttons to the left of the display, inputs made via “soft buttons” on the touch screen, and controls located on the upper spokes of the steering wheel. We familiarized ourselves with the unit in the manner of most consumers, ignoring the vehicle’s user manual and diving right in. As far as such systems go it’s fairly intuitive, but we’d suggest reserving a few minutes in the driveway for orientation before hitting the open road.

Sound quality was generally good, with a stereo image that presented itself at dashboard level. Upper-frequency performance was a bit too bright and some songs would reveal slightly muddy midbass response, but overall the system performed very well for a factory install.

The navigation system was easy to program but, for the most part, does not offer a 3-D view of the road. When intersections are near, the screen will split and usually offer a zoomed-in bird’s-eye view, although on occasion a 3-D image of a particular intersection or exit ramp would appear. Our biggest gripe is that there was no indication of upcoming turns if the system was being used to display sound system information. We leave it up to the individual buyer to determine whether this system is worth two Gs, or if a standalone aftermarket nav system provides more value and an inherently easier upgrade path.

Located below the large nav/radio head are the HVAC controls, which presented no challenges or difficulty. The dual-zone temperature control will strengthen relationships and improve marriages.

The final bit of driver controls are located over on the door panel. Here we find the controls for the seat/mirror memory system, and below that is a button to activate the “Easy Exit” feature (this moves the seat back to its most rearward position). Auto-down is offered on the front windows, but there is no express-up function. The rearmost control is for the heated seats, which was put to good use during our time with the vehicle. It was possible to accidentally activate the seat heaters, however, and, as noted by a friend, the High setting is hot enough to lower the sperm count of even the most viralent males.

It’s time to move around to the rear seating position, where we find a 35/65 split folding bench. The rear passengers have access to their own HVAC system and audio controls. Legroom back here is plentiful; with the front seats moved to the full rearward position it’s possible that adults may find themselves a bit cramped, but unless the person in the front seat works for the Detroit Pistons, there should be few issues.

The optional Panasonic DVD player and drop-down video screen should prove popular with rear-seat passengers, who also get a multifunction remote control and IR wireless headphones. A set of RCA jacks is provided to allow the use of external A/V sources, but there’s no A/C power source for video-game consoles or the like.

Putting the “utility” in “SUV” is the rear cargo hold of the TrailBlazer SS. It can be accessed via two means – flipping up the rear glass or opening the entire liftgate. While the first method may be useful in confined areas, we found the rear-over height to be a bit excessive, and preferred simply to sling open the hatch. The keyless entry remote offers no ability to pop the hatch, so you’ll need to free up a hand.

There are a variety of storage locations available in the rear of the TrailBlazer, such as this shallow pocket in the floor. We don’t know how often we’d use this compartment on a day-to-day basis, but it looks like a good area to store tools and other supplies for roadside emergencies. The air hose and pressure gauge are provided for use with the vehicle’s on-board air compressor, which also serves another function that we’ll explore tomorrow.

When serious cargo hauling is required, it’s possible to expand the cargo area by about 50% through the process of folding the seats. Since the seat cushions must be flipped up before dropping the seatbacks, there are two steps per side, and the load floor doesn’t end up perfectly flat. To be honest, we think that the system used in the old GM B-body station wagons was preferable, as it required only one step and yielded a dead-flat load surface. Regardless, it’s possible to fit a lot of Home Depot’s inventory in the vehicle.

With a Gross Vehicle Weight Rating (GVWR) of 6001 lbs and a vehicle weight of approximately 4600 lbs, it’s possible to load up with about 1400 lbs of people, snacks and luggage. Additionally, our AWD test sample is rated to tow 6600 lbs. While that’s not going to make the TrailBlazer SS a hero at campgrounds, it will definitely allow for transporting a decent-sized boat or for towing a racecar in style.

Hopefully, we’ve drawn a picture of a quality interior that is comfortable, ergonomically friendly, and loaded with features, because that’s what we found inside the Chevrolet TrailBlazer SS. It’s possible to nitpick a few trim details, but the interior was free of squeaks and rattles, the switchgear felt fine and we encountered little that would keep us from enjoying this vehicle on a daily basis.

2006 Buick Lucerne CXS: In the Autoblog Garage Day 1-2
The new 2006 Buick Lucerne is a very large car, which is a good thing considering it has mighty large shoes to fill. It not only replaces the LeSabre in Buick’s lineup but also pinch hits for the now defunct Park Avenue. This means that the Lucerne’s price cuts a wide swath, with the entry level CX beginning at $25,990 and our range topping CXS tester starting at $34,990.

From this it’s apparent that the Lucerne was designed to compete on many different levels. Where the LeSabre fought tooth and nail for the middle class family sedan dollar, the Park Avenue went after luxo-cruiser cash. The Lucerne must attract attention from both types of clientele if it’s to be considered a successful replacement. We were handed the keys to an executive class CXS and plan to find out over the next week whether the Lucerne can fill both of Buick’s vacant shoes.

As we said earlier, the Lucerne CXS starts at $34,990 and comes out of the box with the venerable Northstar V8 that produces 275 hp and 295 ft-lbs. of torque. Our tester was fitted with a few upscale options like premium paint (Sharkskin, $995); a Driver Confidence package with remote start, theft deterrent and parking assist ($595); heated and cooled front seats ($500); a 6-disc CD changer ($300) and heated washer fluid ($100). With those niceties checked off the price of our Lucerne went up to the not insignificant sum of $36,755.

The first thought we had was wondering how a sedan that starts around $26K could compete in the clouds with such FWD entry-level luxury cars as the Lexus ES330 and Toyota Avalon. Toyota’s power players are the two vehicles most often mentioned in the same breath as the Lucerne, and rightly so as all three compete for a curious group of consumers that values aesthetics over acceleration, plushness over performance and cushiness over captivating handling.

The Lucerne at once arrests its audience with exterior styling that is elegant in form and restrained in execution. Cladding of any form has been banished from this Buick’s skin, leaving a tightly wrapped layer of Sharkskin-colored sheetmetal around this large sedan’s body. It’s an austere shape that looks as if it could swap silhouettes with an Infiniti Q45. The rear end from dead on reminds us of the last generation Audi A8.

The Lucerne’s design would be well received regardless of which automaker’s badge it was wearing, but the fact it sprung from GM’s No. 2 pencils makes it more impressive. This is not to say that Buicks of the recent past have been ugly (save the Skylark), just forgettable. In our eyes the Lucerne, however, would easily garner more glances on the street than the new edge Avalon and swollen ES330.

Devoid of any visual frivolity the Lucerne’s design impresses with details like the smart looking halogen projection fog lamps embedded in the two lower intakes, the 18-inch 10-spoke aluminum wheels, the conservative use of chrome trim to frame the windows and, of course, those port holes.

The front fenders of the CXS are flanked with four port holes each, signifying the eight cylinders of the Northstar V8 beating underhood. Lucernes with a V6 get only three vents per side, which is sure to cause port hole-envy for those owners who notice.

The leanness of the Lucerne’s shape can ironically be credited to the car’s dimensions, which are XXL. In a quick comparison of the Lucerne’s dimensions with the Ford Five-Hundred, Acura RL, Lexus ES330 and Toyota Avalon, we see that the Lucerne boasts the longest length at 203.2 inches and biggest wheelbase at 115.6 inches. With a width of 73.8 inches, however, those dimensions combine to make the car look long, thin and low. It’s the shape you’d expect of something that traverses lengthy interstates with more ease than it tackles the twisties, something like a freight train for the highway.

Any and all flattery earned by the Lucerne’s exterior in this first part of our review is in reality deserved, and you should know they are not being typed by the hands of someone with a permanent seat on GM’s bandwagon. In fact, this scribe has been accused of being a “GM basher” more often than being someone who knows what he’s talking about. So it’s with a bit of humility that Day 1-2 of this review comes to a close.

We’re nowhere near done going over the Lucerne’s faults and fine points. We haven’t cracked a door yet to see what the vehicle’s inner sanctum has to offer, nor have we turned its key and mashed the gas. Can Buick’s super-size sedan maintain its momentum as we go forward? It’s been a long time since the Buick brand has fielded a player that could compete well in the big league of large cars, and the Lucerne needs to be an all-star here. Tune in the rest of this week to find out if it makes contact or misses completely with the masses.

A Style Fest in Switzerland
THIS year’s Salon International de l’Automobile, now in full swing, shows how automakers have rediscovered something they ignored at considerable cost: consumers want more stylish cars.

A profusion of adventurous designs at the Geneva auto show confirms that the era of automotive Bauhaus is over.

For instance, two Ford vans flaunt the company’s new “kinetic” designs for Europe. An energetic Volkswagen design study melds sport utility with sporty coupe. VW’s Skoda subsidiary broke with tradition by showing a tall wagon that is functional but stylish. Toyota rolled out cars designed by Europeans, in Europe, for Europeans.

These companies lack a long history of styling with flair, yet distinctive design is now at the center of all their strategies. “We’re going for nothing less than design leadership,” said Martin Smith, who is charged with establishing a new look for Fords outside North America. Previously, at General Motors, he developed the sporty look of recent Opels.

The first glimpse of his ideas for Ford is the S-Max, a muscular-looking compact van that made its debut here last week. The Galaxy minivan has some of the same style, and other European Fords will get it in undiluted form as they are replaced.

Admiring VW’s Concept A crossover, Adrian Hallmark, the company’s executive vice president for North America, said: “VW needs another direction” in design, adding, “This company does best when it leads design trends.”

Peter Horbury, the former Volvo designer now responsible for the look of Fords, Lincolns and Mercurys in the United States, credits the French – Renault, Peugeot and Citroën – with leading the design revival. The effect of design on their recent commercial success has inspired rivals.

With quality, reliability and prices essentially the same, Mr. Horbury said: “Top managements have realized that design is the great differentiator. They’re not being led now by market research and opinions of nonprofessionals.”

John Wormald, a British-based partner at Autopolis, a consulting firm, agreed that the “automotive styling industry has the wind in its sails.”

Among the vehicles shown in Geneva, here are four of particular interest:

VOLVO S80 Although it is the first to use Ford’s new front-drive architecture, and will come with a new straight-6 engine or a Yamaha-designed V-8, the redesigned sedan is a dead ringer for the existing S80. Sales start in June in Europe and in the United States next year.

DODGE HORNET This design study for a crisp small Euro-hatchback indicates that the Chrysler Group, which has focused mainly on North America, is now aiming to tailor new products to foreign markets.

ALFA ROMEO 159 Alfa still plans to return to the American market, but not until its health improves in Europe. So Americans are unlikely to sample the new wagon and Spyder convertible that the company unveiled here. Global sales would need to roughly double before Alfa crosses the Atlantic, though executives think this is possible as early as 2008, given the cascade of new models. “The policy is there, but the timing is not,” said Richard Gadeselli, vice president for international corporate affairs at Fiat, the parent of Alfa.

CADILLAC BLS G.M. is mounting an assault on Europe with an additional, smaller Cadillac that will not be sold in the United States. While it has the creased look of other Cadillacs, the BLS is a technical relative of the Saab 9-3 and will be made in Sweden. Kroymans, a Dutch retail group, has sold Cadillacs across Europe for two years. Sales were just 2,500 last year, but the goal is around 10,000 annually by 2010.

Aston Martin V-8 Vantage: Polish for Your Persona: $120,000
HUNTINGTON BEACH, Calif. MY 13-year-old daughter carefully eyed the new Aston Martin V-8 Vantage in our driveway and, in a tone befitting an heiress in a family with more blue blood than our own, proclaimed, “You will drive me to school in this.”

The teenage years are a time when it is seriously uncool to admit you have a father, much less be seen in public with him. This appeared to be an opportunity to elevate my status with my daughter to something higher than “dork.”

“Sweet,” she said as she flipped out the flush-mounted exterior door handle. “I thought it was broken.” The passenger door opened up and out, to more admiring nods.

“Those are called swan doors,” I told her, “because they open like wings. It keeps them from scraping a curb or whatever.”

She slid into the hand-stitched, form-fitting Vogl leather seat Рjust right for a trim teenage derri̬re.

“Why is all the leather blue?” she asked.

Basically, I told her, because it was matched to the Midnight Blue paint on this particular V-8 Vantage, which by the way was Chassis No. 00001 – the first one made.

“But you can order one in any color you want – even multiple colors,” I pointed out. “You can also get just about any exterior color you want, from any past or present Aston Martin.” She shrugged.

Our drive was less than a mile, but the route down the Pacific Coast Highway gave the 380-horsepower 4.3-liter V-8 a chance to stretch its legs. Ah, the aroma of 91-octane gasoline in the morning!

I whipped through first, second and third gears, and the engine emitted a sonorous wail at about 4,500 r.p.m. when the exhaust pressure bypass valves released. “Sounds like the DB4 I used to race,” I said. She was biting her upper lip quite hard, which is pretty much the ultimate expression of teenage awe. “Cool,” she allowed, nodding.

After we turned in at her school, a crowd of her peers gathered. She got out and gauged their reaction. Initial indications seemed positive. She walked to the driver’s window and said, “They want to know what you do for a living.” Since she knows exactly what I do, it occurred to me she was hoping for better material to work with.

“Import-export,” I replied, recalling an apropos line of work from an Ian Fleming novel.

Her friends nodded as if they knew what that meant. In response, the ultimate accolade: a thumbs-up. “See you, dude,” she said. The blat of the Aston’s exhaust as I drove away finally forced her to surrender a smile.

After captivating the middle schoolers, the International Man of Mystery was off in search of more mature audiences to impress. Trolling past a hangout for Tinseltown types, even the paparazzi did double-takes. But I felt like a hummingbird, unable to alight: one does not leave an Aston Martin in a car park!

The V-8 Vantage is not so much driven as it is worn. No mere fashion accessory, however, it is more like fine outerwear for the bespoke man.

With the carefully choreographed exterior and interior colors in mind, the driver must put some thought into coordinating car and wardrobe. A pinstripe Ermenegildo Zegna wool suit would always be appropriate. A black merino wool mock turtleneck with a Harris tweed blazer and dark slacks could work, too, but only on casual Fridays. Golf apparel? Bogey. Hawaiian shirt and shorts? Unthinkably gauche.

A Vantage may retail for $110,000 to $120,000 ( including the $2,600 gas guzzler tax), but the persona that comes with it is free.

Fully 80 percent of Vantage buyers will be men, all of whom will appear more youthful, more tan and more virile while basking in its reflected glory. The Vantage’s unabashed curb appeal is courtesy of Henrik Fisker, the designer who has since started his own car company. In an interview last summer, Mr. Fisker told me, “Once you get the styling right, the rest is easy.”

The V-8 Vantage is the third sports car from Aston Martin since Ulrich Bez, a former Porsche executive, took charge in 2000; the “entry level” Vantage is expected to help raise annual sales to 5,000 cars- a number unimaginable in 1992, when the company sold just 42 worldwide.

2007 Toyota Camry mega ad during Oscars Broadcast
It isn’t the biggest production Hollywood has ever seen, but for Toyota Canada it’s a blockbuster. Toyota, through the CTV network, will air an “epic” two-minute feature commercial during this Sunday’s telecast of The Academy Awards, March 5th at 8 p.m. ET.

The short film will be seen in Canada only and once only during the first commercial break of the 78th awards presentation. That will happen immediately after the highly anticipated opening monologue delivered by Oscar host Jon Stewart. The super-sized spot, entitled “What You Want Is What You Need” will reveal to Canadians en masse, the new, restyled 2007 Toyota Camry.

“Toyota Camry is the best-selling car in North America, and for the launch of the new 2007 model, we knew that we needed to do something special,” said Stephen Beatty, managing director at TCI. “When we looked at audience figures, the Academy Awards broadcast consistently ranks as the most-watched television program in Canada, making it the perfect program through which to reach potential Camry buyers. Since the Oscars is a celebration of movies, it was only natural that we produce a short film of our own to introduce the all-new Camry.”

The all-new 2007 Camry is the sixth generation of Toyota’s very popular mid-sized passenger car, which for seven of the past eight years has been the best-selling car in North America. Introduced in 1982, worldwide sales of Camry surpassed the 10-million mark last year. The Camry is sold in more than 90 countries.

The 2007 model is available with either a 3.5-litre V6 engine that produces 268 horsepower, or a 2.4-litre 4-cylinder engine that delivers 158 horsepower. The V6 version features a six-speed automatic transaxle transmission – the first front wheel drive Toyota to be so equipped.

The 2007 Camry will be offered in five configurations and goes on sale this month, with a hybrid version available in May.

Geneva Motor Show: BMW unveils Z4 M Coupe racing version
BMW took the wraps off its latest customer-racer in Geneva – the BMW Z4 M Coupe! Although the press release makes no mention of the coupe’s North American racing future, rumors have been circulating the American Le Mans Series paddock that BMW’s factory-supported PTG team is contempolating switching from the M3 to a Z4 M Coupe for one of its two GT2S-class cars part-way through the season. By the look of things, it appears safe to say that the rumor just became a fact.

Interested in adding the word ‘privateer’ to your resume? That’ll be € 250,000 (plus VAT). That’s almost $300,000 U.S.D., yankee.

More pictures and the press release after the jump.

The first BMW two-seater for Nordschleife fans and international customer teams.

Munich/Geneva, 27th February 2006. Unveiling in Geneva: On the occasion of the Automobilsalon, Prof Dr Burkhard Göschel, BMW Group Board Member Purchasing and Development, introduced a new racing car for customer motor racing. The Motorsport Version of the BMW Z4 M Coupe, which has already made a big impression as a production model, is the first two-seater BMW Motorsport offers for customer teams. When it came to the development, BMW faced a huge challenge: The car had to have what is needed to race successfully on the world’s most demanding and spectacular racetrack, the Nurburgring’s famous Nordschleife. The new motorsport coupe can be used by private BMW customer teams in the German Endurance Championship and in the Nurburgring 24-Hour Race.

The power unit of the beefy coupe is a BMW Motorsport designed 3.2-litre in-line 6-cylinder engine delivering about 400bhp, with the suspension area in particular benefiting from the knowledge gained from the successful BMW M3 GTR project.

With its varied component ranges, BMW Motorsport and BMW Racing Parts Distribution offer customer teams a new technology platform for use in many miscellaneous international racing and club sport series, with the Nordschleife enthusiasts not being the only interested party, as the brawny coupe also represents the perfect car for use in the Belgian Belcar series and other, non-European, endurance series.

The kit can be ordered from May 2006 at BMW Motorsport and will be available for an estimated € 250,000 (plus VAT).

Technical Data BMW Z4 M Coupe Motorsport Version

Length: 4415 mm
Width: 1880 mm
Wheelbase: 2493 mm
Front & Rear Overhang: 865 mm/774mm
Rear Wing Width: 1504 mm
Front & Rear Ground Clearance: 80 mm/90 mm
Front & Rear Tyres: Michelin 27/65-18, 28/71-18
Front Brake: Grey cast iron disc dia. 380 mm / 6 pot fixed calliper
Rear Brake: Grey cast iron disc dia. 320 mm / 4 pot fixed calliper
Drive Line: sequential 6-speed gearbox, sintered clutch
Engine Layout: six cylinder in line
Cylinder Capacity: 3246 cc
Bore x Stroke: 87 x 91 mm
Compression Ratio: 12,5:1
Max. Power: approx. 400 PS at 8200 rpm
Max. Torque: approx. 400 Nm at approx. 5750 rpm
Max. Revolutions per minute: 8400 rpm
Cylinder block: one-piece construction
Crankshaft: forged steel part
Piston: forged slipper skirt piston
Con-rod: Steel
Cylinder head: Aluminium, four valves per cylinder
Valve train: Two chain driven overhead camshafts with variable valve timing
Intake System: Six single throttle valves, Carbon fibre Air box with resonance induction optimised inlet pipes
Exhaust System: Multiple pipe manifold with silencer and catalytic converter
Lubricating System: Wet Sump Lubrication
Cooling System: Water / Air cooler
Flywheel: Steel
Fuel System: Inlet-Pipe Injection, one Injector per Cylinder, 5 bar injection pressure
Fuel: 5-star lead-free petrol, ROZ min=98
Fuel Tank Volume: 120 litres
Minimum Weight: 1200 kg in Nurburgring Specification

Engine Management System: BMW Motorsport ECU406 with two powerful microprocessors, Ethernet Interface and four CAN busses; Cylinder selective optimized Injection and Ignition; Pit-Speed-Limiter; Quick-Shift; Engine Log Book; Electronic Throttle Control; VANOS Control; Race ABS; Traction Control.
Energy Management: Distribution and Control of the electric energy through the BMW Motorsport POWER400 Control Unit; Networking of all Sensors and Actuators through a CAN Bus.
Electric loom: Weight optimised

Ignition coils: Six high performance pencil-type ignition coils with integrated ignition driver.

Sparkplugs: NGK high performance Sparkplugs

Instruments: Free programmable LCD Display with integrated shift lights

Steering-wheel: multiple function Steering-wheel with Quick-Release mechanism and display control