PARIS, France - Renault has chosen the glamorous weekend which sees the Cannes Film Festival coincide with the Monaco Formula 1 Grand Prix to take the wraps off Laguna Coupe. The flowing lines of the newcomer's elegant, uncluttered design express timeless beauty and the promise of sheer motoring enjoyment. Its performance provides unprecedented pleasure behind the wheel thanks to the combination of its Active Drive chassis equipped with four-wheel steering - which has been acclaimed by the media across Europe on the GT version of Renault Laguna - and the two new V6 powerplants which have been introduced at the same time as this image-forging vehicle. The brand new V6 dCi, which is poised to become a benchmark in terms of performance and pleasure, delivers 235hp (173kW), while the new 3.5-litre petrol powered V6 offers 240hp (175kW). Laguna Coupe stands out as an inspiring, four seater with genuine sensual appeal and will be shown in further detail at the forthcoming Paris Motor Show in October. Saturday May 24 saw Renault President Carlos Ghosn arrive at the foot of the illustrious steps of the 61st Festival International du Film de Cannes at the wheel of Renault Laguna Coupe. The occasion marked the first public showing of the new model's definitive, distinctive lines and was a fitting way for the carmaker to celebrate the 25th anniversary of its exclusive partnership with the famous film festival. Renault Laguna Coupe also profited from the weekend to make a guest appearance around the track of the 66th Monaco Grand Prix to showcase its sporting credentials. Two Laguna Coupes completed several laps of Monaco's legendary circuit in the hands of ING Renault F1 Team test drivers Lucas di Grassi and Romain Grosjean, providing the many thousands of spectators with a unique and unexpected show. Renault Laguna Coupe bears a close resemblance to the racy concept car revealed at the Frankfurt Motor Show in September 2007, while its elegant styling and proportions boast all the hallmarks associated with truly exceptional coupes. Its distinctive front end suggests the presence under the bonnet of the finest Renault-Nissan Alliance engines which have been designed and developed to ensure supreme driving enjoyment. Indeed, Renault Laguna Coupe is capable of accelerating from standstill to 100kph in less than seven seconds, and this upper-range performance combines with the Active Drive chassis and four-wheel steering to deliver optimum pleasure at the wheel. Head-turning, racy styling The flowing lines of Renault Laguna Coupe's elegant, uncluttered design express a blend of timeless beauty and the promise of sheer motoring enjoyment. There is no mistaking the legacy it has inherited from the show car unveiled at the Frankfurt Motor Show in September 2007 and from the Renault Laguna range at the top of which it is destined to reside. With a length of 4.64 metres and a width of 1.83 metres, its proportions are nicely balanced, while the character line which stems from the grille rises forcefully along its flanks, like a wave of air, gracefully underpinning the design of its front wings before extending rearwards to highlight its muscular haunches. The glazed area of its windows is shown off to its best advantage by a pure, flowing arc. Sitting on its 17- or 18-inch aluminium alloy wheels, Laguna Coupe's stance exudes a sense of dynamism and power thanks to a wheelbase dimension of 2.69m and a height of 1.40m. This sensation is echoed by the pronounced crease-lines of its long bonnet and by its new variant headlamps. The rear, meanwhile, features a very short overhang and broad, slim lights which give Laguna Coupe a bright, distinctive lighting signature which suggests refinement and power, especially at night when the indicators form a halo that picks out the contours of the thin red LEDs.

Four-wheel steering for an exceptional ride
Developed jointly by Renault Engineering and specialists from Renault Sport Technologies, Laguna Coupe's technologically-advanced chassis guarantees the ultimate in dynamic performance. Its outstanding agility and stability set new standards when it comes to safety and surefooted handling, while the new car corners with unrivalled directional precision as if it were on rails. Following its introduction on the GT version of Renault Laguna, this chassis has naturally been carried over to Laguna Coupe and is particularly suited to being powered by the new car's V6 engines. At low speeds, the Active Drive chassis and four-wheel steering system enhance manoeuvrability and it takes drivers no time at all to familiarize themselves with their characteristics. In town, as well as on twisty roads, the car is easy to drive and offers outstanding handling precision. It makes choosing the optimal cornering line intuitive and further enhances the pleasure experienced behind Renault Laguna Coupe's wheel, a feeling reinforced by the absence of transient dynamic phenomena through turns and by its directional precision at small low steering wheel angles. On the active safety front, the Active Drive chassis equipped with four-wheel steering excels not only under braking in difficult conditions (asymmetric grip, deployment of ESP), but also when taking avoidance action (the so-called 'elk test'). Meanwhile, the high level of travelling comfort ensures peace of mind for all occupants who can sense Laguna Coupe's unrivalled active safety.

Powertrains with pedigree
Under the bonnet of Renault Laguna Coupe, the brand-new V6 dCi, which is destined to become a benchmark in terms of performance and driving pleasure, develops 235hp (173kW) and peak torque of 450Nm. The same figure for the petrol 3.5 V6 powerplant, which is mated for the first time with the AJ0 automatic six-speed transmission it shares with the diesel engine, is 330Nm, while maximum power is 240hp (175kW). In this configuration, Renault Laguna Coupe can accelerate to 100kph in less than seven seconds. Renault Laguna Coupe also naturally benefits from the best engines available for Laguna, in particular the top performing versions of the range's two-litre petrol and diesel powerplants.

Immersive experience with Microsoft®'s Deep Zoom technology
Friday May 23 saw the inauguration of a bespoke Renault Laguna Coupe website. Building on the success of the Renault Laguna launch in 2007 (inside new laguna), the experience has been carried over for customers who wish to find out more about Laguna Coupe. The www.laguna-coupe.com website has been developed in an exclusive European association with Microsoft®. Thanks to a landmark innovation known as Deep Zoom technology, it has been designed to evolve constantly depending on the latest news to offer an immersive experience at the very heart of this exceptional coupe,. Renault Laguna Coupe will be shown in greater detail at the forthcoming Paris Motor Show and will be available for international media road tests immediately after that. As the spearhead of the Laguna range, it has been designed to offer sheer driving pleasure and plays a key role in the Renault's brand's expansion in the upper-range market. Renault Laguna Coupe epitomizes this savoir-faire when it comes to motoring enjoyment and quality which is built into its genes and which can be seen in the finish which matches even the most demanding standards. Laguna Coupe will be introduced progressively across the Renault sales network from mid-October featuring a long list of luxury equipment.

Suitability Parameters:
Speed Merchants: No
Fashion Victims: No
Treehuggers: Yes
Mack Daddies: No
Tuner Crowd: No
Hairdressers: No
Penny Pinchers: Yes
Euro Snobs: No
Working Stiffs: Yes
Technogeeks: No
Poseurs: No
Soccer Moms: Yes
Nascar Dads: No
Golfing Grandparents: No

Also Consider:
• Honda CR-V
• Toyota RAV4
• BMX X3

Vitals:
• Manufacturer: Subaru
• Model tested: Forester 2.5XT
• Model year: 2009
• Base Price: $19,995
• Price as Tested: $26,195
• Engine type: 2.5-liter DOHC turbocharged Boxer four
• Horsepower: 224 @ 5,200 RPM
• Torque: 226 @ 2,800 RPM
• Red line: 6,500 RPM
• Transmission: 4-speed automatic / 5-speed manual
• Curb Weight: 3,440 lbs
• LxWxH: 179.5" x 70.1" x 66.9"
• Wheelbase: 103"
• Tires: 225/55 front, 225/55 rear
• Drive type: AWD
• 0 - 60 mph: 7.5 seconds [estimated]
• 1/4-mile: N/A
• Top speed: 130 MPH
• EPA Fuel economy city/highway: 19/24 MPG
• NHTSA crash test rating: N/A

Also see:

• 2009 Subaru Forester, Part One

• 2009 Subaru Forester, Part Two

Acceleration: ***
Here, the 2.5-liter, four-cylinder boxer turbo, making 224HP with 226 lb.-ft. of torque, is the name 'o the game. You get it on the Forester 2.5XT, and it serves up pretty smooth speed on the freeway, while still providing a lot of dynamic versatility under less-than-ideal road conditions—like ripping up a steep grade composed mainly of lose rocks and dirt. Engine tone is a subdued buzz, an alto ...rrrRRRR!!! that reminds you of the car's power without rattling your ears. I didn't get a whole lot of turbo lag. Abundant torque is at your fingertips. Pretty much ideal for the honing soccer mom who likes a quiver in the loins or the randy suburban dad who still enjoys a little Metallica from time to time.

Braking: ****
Very assured, with 4-wheel ABS plus brake assist. In lousy road conditions, you really appreciate the orchestration of the braking tech with the AWD, because it actually allows you to drive the car without resorting to tentative techniques. Even on rough roads, if you can manage the Forester's speed, braking can be limited to gentles inputs. However, when you need to stop, Forester stops you. One of this vehicle's best systems.

Ride: **
This is not a minivan. This is not a luxury sedan. However, this is not an STI, either. Generally speaking, the ride is compliant, but you can still tell you're in some kind of utility vehicle. Subaru's new DC3 suspension layout definitely comes into its own when you get off the beaten path, however. Truth be told, this could be construed as a flaw—most owners will never experience not having their head banged into the roof as they traverse a small gully.

Handling: ****
Rally-esque on crappy roads, well-defined on regular roads and the freeway. If you're looking for a hauler that can carry a few kids and still deliver some thrills while dashing around old logging trails, the Forester is your baby. The combo of AWD, weight-distribution, center-of-gravity, and crisp steering (and a particularly well-designed steering wheel) yields a vehicle that can literally run circles around the competition. To get better, you'd have to go BMW.

Gearbox: ****
You have a choice between a 4-speed auto and a 5-speed manual. For this category, the vast majority of customers will go for the auto, which can be switched to sport mode. Shifts are smooth and unobtrusive under everyday driving conditions. When the going gets rougher, the 4-speed gets along very nicely with the turbo and the AWD, delivering a sense of great control. Yes, a 5-speed auto would be better. Probably. An extra star has been added for the availability of the manual gearbox, thank you Subaru for giving us the choice.

Audio: **
You can fly either XM or Sirius on the system, which is operated off a display screen in the center console. The upmarket option pumps 80 watts through six speakers and can accommodate six CDs in-dash as well as MP3/WAA. Sounded great to me, but take that with a grain of salt as I dig the Cool Jazz.

Toys: **
Not that many. If there's an Achilles Heel, this is it. Only the 2.5XT Limited and the L.L. Bean Edition have the optional in-dash nav system. So obviously, if you're like most folks in the Forester demo and you don't go for either of those trim levels, you'll be looking at aftermarket GPS.

Value: *****
Hell, you can get the base model for $1200 less than the $21,195 '08 version, according to Subaru. Once you move up to the 2.5XT, you're looking at something in the $26-27K range, depending on options. If you don't need luxury or a lot of gadgets and a 5-speed auto, you'll be hard pressed to do better.

Overall: ***
Not a perfect update to Subaru's most versatile vehicle—for many, the flagship of the brand—but a definite improvement that serves up outstanding value while coming off as more capable than the competition when the going gets rugged. Should expand the demo and appeal to a younger customer without sacrificing Subaru's legendary character.

Also see:

• 2009 Subaru Forester, Part One

Remember how I was bitching about the Pontiac G8 GT being too dang heavy? Well, with the '09 Forester, I got my wish—Subie's updated installment of its "small SUV" stalwart weighs in at about 600 lbs. less than Holden's Pontiac's RWD 4,000-lb. ass-hauler. Match up that solid-yet-still-slingable curb mass with dirt trails on a protected section of Catalina Island, just a quick flight off the coast of Orange County, and you get...well, you get some significant pleasure, in a vehicle so versatile it's just sick.

Subaru has all kinds of weird shit going on with their brand. That's why we love them—because they aren't Toyota or Honda. They're got the aforementioned hoon-mobile, the justly thrilling WRX STI. Then there's the lesbionic Outback, and the completely baffling Tribeca (Is it a Porsche Cayenne for people who aren't buttholes or a VW Touareg for people who hate Germany but just can't swing with Volvo no more?). I won't remark on the Legacy.

Finally, Forester, a rad ride upon its intro in 1997, when SUVs first began to grow to the size of small schoolbuses. Here was a vehicle that had an SUV look, yet wasn't a road-hog (citizens of Burlington rejoiced!) Here was a vehicle that had minivan capacity, yet wasn't a cojones-robbing mother!@#$%ing minivan (the American male rejoiced!). Yes, it was essentially an elevated station wagon that was given the good juice of AWD, but because it resided seductively between the detested SUV and the castrating minivan, it dodged the retro curse. Sweet Jesus! For a particular demo—Park Slope by way of Berkeley by way of Boulder—it was manna from Heaven.

And yet, ten years later, this Third Way ride—so butch, so flexible, so competent—had grown long in the tooth. In response, the great pulsing automotive brains at Subaru of America and Fuji Heavy Industries got together and served up the vehicle that I whipped around the rugged ranges of Catalina and the fairly docile roads surrounding Laguna. Slicked-up, revamped, somewhat re-tooled. The package is a blast. Under all manner of crappy road conditions—bring rockslides and potholes and gawdawful ruts, dirt, and general muddiness—the '09 Forester remained poised, agile, ready to negotiate the next dip, swerve, ditch, or, if called upon, to scale what looked like a 40-plus-degree grade.

Of course, this car wants a crummy road. It's not that it doesn't do more-or-less fine on smooth pavement. But I never felt that the Forester was truly happy in that environment. Regrettably, most of its owners will use it either in snow (test enough, but not the same as genuine offroad conditions) or on docile, domesticated thoroughfares, under benign conditions. The freeway. The urban boulevard. The two-lane jaunt from tract-home to schoolyard. Ho-hum. The Forester, particularly the turbocharged, 224HP 2.5-liter XT, handles the mundane shuffle of the commonplace with aplomb. But it feels...how can I put this? Like a girl who slapped at the bass strings until the bars closed down, then quit the band and got hitched. There's an appetite for the wilderness in this car that one merely glimpses on proper roads, even those with circumlocutions that taunt the Forester's surefoooted handling. Symmetrical All-Wheel Drive, plus the car's new DC3 suspension platform, contribute to a sense of serious control, whether you're tucking the Forester into a snug curve, accelerating to freeway cruising speeds, or—more importantly—humming along on rugged terrain.

The wasted tires on out test car are all the evidence you need. This is no namby-mobile. We lost the right front—just shredded it, punching several holes in the sidewalls—somewhere between the hill climb and the bouncy, crumbling negotiation of one of many of Catalina's completely underdeveloped roads. I immediately popped out of the fallen Forester and began to make short work of the tire-change operation until the Subaru tire-change guy was there a few minutes later. He made it clear we were doing his job ( we think maybe they, like any automaker, were concerned mostly about any potential lawsuits coming from me accidentally getting hit by the side of the road) and he took over, throwing on a new full-size replacement. His work wasn't done yet. The left rear developed a slow leak on the rally-esque straight-aways that followed. Tire guy promptly returned (you can't say Subaru wasn't prepared for a certain amount of ugliness).

It's a testament to the Forester's overall positive attitude that both times, we barely noticed. Somehow, we suspect this was part of a master plan. Fate, if you will.

The 2009 Forester is a terrific update, but having said that—and having gushed over its abilities in what I'd have to say is its natural element—I must report that the vehicle ain't perfect. Check back tomorrow for Part Two to find out why.

RENAULT ANNOUNCES DETAILS OF NEW LAGUNA GT AHEAD OF
GENEVA MOTOR SHOW WORLD PREMIERE

* New high-performance GT versions of New Laguna Hatch and Sport Tourer to debut at Geneva Motor Show
* Featuring Active Drive chassis with four-wheel-steering
* Exclusively available with 205hp two-litre turbo petrol engine or 180hp two-litre diesel - both making their debut in New Laguna
* New versions feature numerous sport styling touches, including: lateral air-intakes and larger front grille, new 18-inch alloy wheels, smoked rear light clusters and black background to the headlamps
* Inside, the new models boast GT-embossed leather/alcantara sports seats, drilled aluminium pedals, aluminium gearknob and GT steering wheel
* Pricing, specification and technical information to be made available nearer to UK launch in April 2008

Laguna GT introduces the new Active Drive chassis with four-wheel-steering and two exclusive high-performance engines in the form of the diesel 2.0 dCi 180hp and the petrol 2.0 turbo 205hp. Available in Hatchback and Sport Tourer, Laguna GT combines quality with performance, safety and driving pleasure.

Not only does the Active Drive chassis with four-wheel-steering break new ground on the sporting saloon market but it also brings a long list of benefits that combine to reach new heights in driveability and active safety. These include enhanced manoeuvrability, sharpened dynamic response and unmatched steering precision giving the driver truly intuitive control in cornering. In town and on winding roads, the car is easy to drive: agile and precise. The Active Drive chassis with four-wheel-steering also excels in active safety, both under difficult braking conditions and during avoidance manoeuvres at speed.

Sleek and distinctive, Laguna GT delivers a unique and unprecedented blend of driving pleasure and peace of mind with a three-year 100,000 mile warranty.

Distinctive GT styling
Laguna GT's stylish looks express an elegance that goes much further than ability alone. The car's sporting character is underpinned by lateral air-intakes in the front bumper, a larger front grille and black background to the headlamps. Laguna GT sits on specific 225/45 Bridgestone Potenza tyres, the DNA of which can be traced back to Formula 1, with new 18-inch 'Celsium' alloy wheels. Braking power is provided by larger 320mm diameter discs at the front and 300mm discs at the rear.

The promise of the Active Drive chassis is also identified by the aerodynamically designed sills which extend from the front of the car to twin tailpipes at the rear. GT attributes run through to every last detail, such as the gloss black door mirrors and smoked rear lights.

Sports interior
As well as appearing outside on the B- pillar, the exclusive GT logo is also embossed into the light grey alcantara on the backrests of the front seats. As on all Laguna versions, the interior design exudes an impressive sense of comfort and quality for all occupants. Sports design details abound highlighting the GT version: drilled aluminium pedals, aluminium gearshift knob, leather and alcantara upholstery, increased lateral support on the front seats and a specific GT steering wheel. Close attention has been paid to materials and finish, true to the car's unwavering commitment to pure driving pleasure.

GT power
In addition to delivering best-in-class performance, driveability and acoustics, the very latest evolution of the 2.0 dCi engine yields an increased peak power of 180hp at 3,750rpm, while peak torque of 400Nm is available from 2,000rpm. Laguna GT is also available with a turbo-charged version of the two-litre 16-valve petrol unit boasting 205hp at 5,000rpm and a peak torque of 300Nm from 3,000rpm.

With its Active Drive chassis and specific engines, this is a car for demanding motorists. Laguna GT takes up a unique position on the sports saloon market, offering a sensational driving experience with total peace of mind.

Laguna GT will be unveiled at the 2008 Geneva Motor Show. Pricing, specification and technical information to be made available nearer to UK launch in April 2008.

ENDS

There are currently five major locations (Mazda Raceway Laguna Seca, Road Atlanta, Road America, Sebring International Raceway and Lime Rock) serving your driving needs, as well as satellite schools. They're offering gift certificates at a discount for the holidays, so now is a good time to buy. Discounted prices range from $495 for the Introduction to Racing course all the way up to $3,795 for the Mazda MX-5 Cup Racing School. You can read about Mr. Lieberman's good times at the Two-Day High Performance Driving School, which is a pretty good gift for the car nut with no real racing intentions at just $2,795.

My mother marks my reading of On The Road when I was 18 as the precise moment when everything started to go wrong in my life. I prefer to say it's the book that turned me from a mid-day anonymous undersexed teen on a sugar crash into an unwitting writer. Without getting florid or farther into a navel-lint mining expedition than I already am — it's the piece that taught me where writing comes from. It was a manifestation of Gutenberg-wrought Awesome. Last week, Slate published an interesting installment of The Book Club by Walter Kirn and Meghan O'Rourke. O'Rourke had never read On The Road before; for Kirn the book stood as an absolute totem; a part of him. What's more, he reads it like an elegy for a time Kerouac already knew was past.

I tend to traffic in elegies. But to twist a hoary old cliché, life is what happens while you're mourning something else; excessive short shrift; the kisses you're half-assing while suckling at the teat of another memory of liplock that may not have been as wonderful as what's dripping down your chin at that very moment. But who's ever gotten rich betting on my prognostications besides my bosses? I've never been much good at predicting the new.

I figured nobody'd buy the Prius because the Insight was cooler and got better mileage. And that since the original Avalanche was bad, I assumed nobody'd go for a Cadillac version of such an already unappealing vehicle. After all, the Cimarron was an atmosphere-inhaling wound of a joke, right? I am, however, a little too good at mining time gone by. I blame teenage ownership of that Rites of Spring record for it. I may be in love with the future, but I have no clue how it'll pan out.

The new comes from relentless optimists with a fuck-you, can-do spirit. Guys like Kelly Johnson, René Panhard or Ferruccio Lamborghini. Visionaries like Soichiro Honda or John DeLorean. And while I'm a relentless proponent of the future, I want the goddamn future I was promised. I want my verdammt Soylent Green, and I want it now, you wobbly-arsed prognosticators of always-impending wonder! Kerouac was either smart enough to know (or too dumb to realize that there was another way) that — like a similar icon who died a quarter-century after him — his ticket out of the cult he'd created by crafting a genuinely sensitive and genre-defying work was simply to meet his end ASAP. Kerouac grew up inky-fingered in a print shop. He could've pressed the book himself and sold it to friends. Cobain could've continued releasing records on Sub Pop. Karl Benz could've built the Patent Motorwagen and stopped there.

Instead, they all took a shot at the big leagues — and for better or for worse — inspired their respective generations to all manner of endeavor. Lest we forget, DeLorean did the same thing (twice, in different ways) and met an ignominious end himself. Sure, the profiteers are ultimately the Warren Buffetts, Sumner Redstones and Rupert Murdochs of the world. (Although we have to give Johnny Z. some props for ripping off Mrs. Thatcher.) As Thomas Frank points out in his still-relevant 1994 essay "Why Johnny Can't Dissent," "The basic impulses of the countercultural idea, as descended from the holy Beats, are about as threatening to the new breed of antinomian businessmen as Anthony Robbins, selling success & how to achieve it on a late-night infomercial."

Frank makes an excellent point. But what can't be co-opted is the particular cultural flashpoint that something creates in any genre. Star Wars, the GT-40, the Cosworth DFV/DFX, the Hemi, Never Mind the Bollocks, the "I Have a Dream" speech. Colin Chapman. Don Garlits. The smart money banks on aping and repeating. The could-give-a-fuck money goes with its gut and often flames out spectacularly. More often than not, silently. But now and then, the paradigm simply eats shit and dies. Isn't that the moment that self-styled rebels live for? And wasn't this nation built on the thrill of rebellion?

Not long after Kerouac published On the Road, John Steinbeck took a road trip of his own. In Travels With Charley, Salinas' favorite son mourns the loss of the Monterey County that raised him. The people he lost it to come out every August to celebrate the period when they took it away from the likes of the original denizens of Carmel; folks Steinbeck initially characterizes as "starveling writers and unwanted painters" and goes on to extrapolate that "if Carmel's founders should return, they could not afford to live there, but it wouldn't go that far. They would be instantly picked up as suspicious characters and deported over the city line." The Monterey Peninsula has been picked clean of the early-century charm it once held for the children of pioneers. Once a year we all gather there to ogle the shining, patina-stained history that such wealth and provenance afforded a half-decade ago; a vintage coin whose face has been religiously buffed while its flipside remains firmly encrusted in blooming algae. The locals are powerless to anything about it but don a straw boater, hit the links, brave the stench and grin at their winnings.

Steinbeck went home to New York and died ten months before Kerouac did, having lived 20 years longer and published a more impressive and eminently readable body of work. SCRAMP built Laguna Seca, which coincidentally, also turned 50 this year. Typically, people bemoan every change made to the track. Just as people who first encountered the facility in its current state will bemoan any future changes. As poet Robinson Jeffers wrote: "You people with the cleverer hands, our supplanters/In the beautiful country; enjoy her a season, her beauty, and come down/And be supplanted; for you also are human."

But it's largely the point where one starts that defines nostalgia; that dictates what we believe needs to be changed. I can gander at the Napier-Railton Brooklands record car and walk away absolutely flabbergasted and dumbfounded. But ultimately, as astounding as it is, it's too heavy and old. Magnificent, yes. Perfect? Quite possibly. But it exists outside the aesthetic worldview that makes my peninsula dingle in that absolutely personal way. On the other hand, when I see a T-Bucket, a '70 Buick Skylark or a Ferrari 308; watch a video of Joe Strummer talking, hear a Stooges song on the jukebox or sense the death-has-arrived thump of a Hayabusa's idle through a wall, something wells up in me — a genuine happiness.

In a world where cars are increasingly designed by lawyers and the way we use them dictated by greedy developers and shady financial institutions; as we slouch toward a state of over-regulated perfection, we've lost something. In Kirn's view — and I agree — Kerouac essentially felt the same way. But he presented something new in mourning the time he spent both with Neal Cassady and without him. And fifty years on, we're still attempting to process the life and loss of a man who launched a million road trips. We bide our time waiting for the next great new thing to happen. As Strummer said to me nearly a decade ago, in that all-knowing umpteen-pack-a-day crackle he perfected before the age of twenty-five, "Punk's only followin' the Beats. And the Jazzers. And the Smokers. And anyone else who was centrally slamming on the main deal." It's happening somewhere right now. We just don't know it yet. But a half-century from now, some car; some great race; some book; some wonderful thing from today will stand; an epochal green-and-white milemarker of an age. And life will be all the more interesting for it.

"Fast as a Shark" is an electronic broadside aimed at what has been historically right and terribly wrong with the automotive industry and culture. Udo Dirkschneider likely has little time for the Beats.

MotoGP US Grand Prix Final:
1. Casey Stoner (Australia) Ducati 44:20.325
2. Chris Vermeulen (Australia) Suzuki 44:30.190
3. Marco Melandri (Italy) Honda 44:45.966
4. Valentino Rossi (Italy) Yamaha 44:50.989
5. Dani Pedrosa (Spain) Honda 44:55.947
6. Randy de Puniet (France) Kawasaki 44:58.631
7. Anthony West (Australia) Kawasaki 45:01.747
8. Makoto Tamada (Japan) Yamaha 45:02.680
9. Alex Barros (Brazil) Ducati 45:03.845
10. Roger Lee Hayden (U.S.) Kawasaki 45:04.045
11. Colin Edwards (U.S.) Yamaha 45:07.701
12. Shinya Nakano (Japan) Honda 45:13.173
13. Sylvain Guintoli (France) Yamaha 45:18.735
14. Carlos Checa (Spain) Honda 45:35.691
15. John Hopkins (U.S.) Suzuki +2 Laps

2007 MotoGP Standings
1. Casey Stoner (Australia) Ducati 221 points
2. Valentino Rossi (Italy) Yamaha 177
3. Dani Pedrosa (Spain) Honda 155
4. Chris Vermeulen (Australia) Suzuki 113
5. Marco Melandri (Italy) Honda 113
6. John Hopkins (U.S.) Suzuki 104
7. Colin Edwards (U.S.) Yamaha 93
8. Loris Capirossi (Italy) Ducati 77
9. Alex Barros (Brazil) Ducati 76
10. Nicky Hayden (U.S.) Honda 73
11. Alex Hofmann (Germany) Ducati 60
12. Randy de Puniet (France) Kawasaki 50
13. Toni Elias (Spain) Honda 49
14. Makoto Tamada (Japan) Yamaha 31
15. Carlos Checa (Spain) Honda 29

Admit it. You've been waiting for Renault to give its Laguna a bit of the ol' up and under, haven't you? Well, they may have, depending on your definition of that vaguely British-sounding turn of phrase. But whether it's sex appeal you were looking for, or you hadn't given it a fool's farthing, the new Renault Laguna is upon us. Aside from visual alterations, at launch the slightly recast Laguna will get a range of engines, starting with a 2.0-liter petrol four with 16 valves and 145 hp and a turbo version producing 170 hp. In diesel, there's Renault's 1.5 dCi, which delivers 110 hp and a 2.0 dCi that comes in 130hp, 150hp and 175hp variants. Renault says additional engines will be added soon after the Laguna's launch at the Frankfurt auto show in September. Actually, it looks great as an updated Rover SD-1, but a bit on the dour side for a Ghosn-era Renault. – Mike Spinelli

Press Release:

New Laguna, for driving pleasure and peace of mind

New Laguna's refined lines have been carefully crafted to create a dynamic, fluid design that effortlessly underpins the model's status as a true Grand Tourer.

Thanks to its impeccable handling and broad range of powertrain packages, New Laguna guarantees genuine driving pleasure:

• Impeccable handling
New Laguna's responsive chassis stands out as one of the best on the market in terms of both steering precision and control of cornering roll thanks essentially to the new model's closer-ratio steering and uprated suspension. Significant work has also gone into the tuning of its damping performance to ensure even greater driving pleasure and comfort.

• A broad range of powertrain packages
The New Laguna line-up features the brand's familiar engines, including the 130 and 175hp versions of the 2.0 dCi (96/127kW) which are particularly responsive and punchy when mated to Renault's AJO automatic transmission.

Meanwhile, the economical and environmentally-respectful 1.5 dCi 110hp (81kW) combines remarkable performance with even lower fuel consumption, returning a frugal 5.1 litres/100km (equivalent to 136g of CO2/km) to offer one of the segment's most attractive compromises between performance, fuel economy and emissions. Developed jointly by Renault and Nissan, the smooth, responsive 145hp (103.4kW) 2.0 16V petrol engine ensures a particularly high level of acoustic comfort.

The following features ensure peace of mind for all New Laguna occupants:

• Class-leading active and passive safety
New Laguna benefits from Renault's extensive experience in the field of safety and special attention has been paid to the new car's side impact protection performance. Equipment includes an exclusive new-generation double lateral airbag (thorax + pelvis) which is based on a twin-chamber, dual pressure system triggered by two sensors located in the front door and B-pillar. A specific algorithm adjusts the system's deployment time as a function of the force of the impact. On the active safety front, New Laguna's brakes are amongst the most fade-resistant on the market.

• Optimised comfort
In addition to its finely-tuned suspension, New Laguna offers a degree of acoustic comfort that sets new standards in its segment, thanks notably to more effective soundproofing between the engine compartment and cabin. Meanwhile, the particularly demanding brief relating to thermal comfort has led to the introduction of a new, externally-controlled, high capacity compressor that is capable of producing cold air particularly quickly.

• Extremely practical
It is now easier than ever to take in the information displayed on the dashboard, while careful attention has also been paid to drive-station ergonomics. A long list of practical features, including parking brake assist and the second-generation hands-free card, further contribute to taking the stress out of day-to-day motoring. Last but by no means least, the Estate version is equipped with a system that allows a flat boot-floor to be obtained at the push of a button.

From the design and validation phases through to production and servicing, New Laguna has been engineered for robustness and reliability:

One of the chief pledges of the Renault Commitment 2009 plan concerned New Laguna directly, namely the target for the new model to rank among the top three cars in its segment in terms of product and service quality. In addition to the more stringent design and production processes that have been put into place, more than 120 New Lagunas were subjected to the equivalent of six million kilometres of testing in the most gruelling climatic and road conditions imaginable.

New Laguna rivals with the best in its segment regarding running, repair and servicing costs:

• This has notably been achieved thanks to its 110hp (81kW) and 150hp (110kW) dCi diesel engines which return fuel consumption of 5.1 litres/100km and 6.0 litres/100km respectively, equivalent to 136g and 158g of CO2/km.
• As one of the models covered by the Renault eco2 line - an appellation conceived as a hallmark for the range's economical and ecologically-sound vehicles - a version of New Laguna will be available that emits just 136g of CO2/km and incorporates a high 35kg of recycled plastic. To further optimize fuel consumption, New Laguna tips the scales at an average 15kg less than its predecessor.

New Laguna will be unveiled to the public at September's Frankfurt Motor Show and is scheduled to go on sale from October 2007.

Related:
Renault Laguna Teasers [internal]

With Renault set to reveal its latest Laguna on June 4, the company's sent out some teaser shots of the 2008 model, which we'll examine as a purely academic exercise. The Laguna's always left us sort of clammy, with looks that appear backdated, even in light of today's drab-plus-one entrants like the Volkswagen Passat and Toyota Camry. And if the '08, which first broke cover last month is an indication, the only design freshness is a fascia looped in from the Nepta concept. If that's all we can expect from watching French cars from afar (we know it's not), we'll stick with Alfa Romeos. – Mike Spinelli

Related:
Renault Reveals Nepta Concept for Paris Show [internal]

Armed with only our trusty little Nikon Coolpix L3 — which is a fine we camera for shooting things that happen to be static, but not so good for objects moving at a high rate of speed — and Pen's access to the trackside Ferrari Club of America tent, we went for broke shooting the no talkin' man, all action IMSA race. While some of the other classes were more of a high speed exhibition, the IMSA guys weren't poontangin' around; dudes was haulin' some serious poop. While the race was dominated by 935s and Monzas, Bobby Rahal showed up in an M1 and put on a strong showing. Ultimately, though, Bruce Canepa of Scotts Valley, CA (the #12 car pictured above) walked off with the win in his '79 935, but not after doing some serious Ginsu-style slicing and dicing to score the victory. Best race we saw all weekend.

Related:
More from the Monterey Historics and Pebble Beach [Internal]

While we've yet to see any more information the reborn Chaparral 2E that was to make its debut at the Monterey Historics, this piece from the Monterey Herald has info on Jim Hall's famed originals, as well as the raucous reception they received from fans at the races both on display and during parade laps. While none of the wing cars competed, the Trans-Am race, fittingly, was won by an ex-Hall '70 Camaro piloted by Mark Mountanos of Ukiah, CA.

'American Special' Chaparrals stars of weekend, races [Monterey Herald]

Related:
Chaparral to Produce Limited-Edition 2E Racer [Internal]