Everyone was up-in-arms when the Porsche Cayenne SUV was first revealed, but the utility vehicles have been widely embraced and the looks have aged well. But a Porsche sedan? The dentist/plastic surgeon set will go nuts for it because it's an expensive Porsche they can move the family in, but we're less than pleased with the design. From the front it looks too busy, from the profile it looks too long and from the rear it looks too dumpy. Perhaps this is one of those vehicles that gets better with age, but we're not sure if we'll be alive when that much time has passed.

PORSCHE PRESENTS FIRST PHOTOS OF THE PANAMERA GRAN TURISMO Worldwide Debut in Spring 2009 ATLANTA

November 24, 2008 —- Three-quarters of a year prior to market launch, Porsche has released the first official photos the new Panamera. Porsche's unique four-seater was conceived and designed as a four-door grand touring sports car, combining numerous talents in typical Porsche style: sporting driving dynamics, a spacious interior, and the supreme comfort of a Gran Turismo. Joining the 911, Boxster and Cayman sports cars as well as the Cayenne SUV, the Panamera is Porsche's fourth model series.

The Panamera designers have succeeded in positioning it as a brand-new and truly different model while retaining the looks of a typical Porsche. Through its proportions, the Panamera stands out in its market segment: measuring 76 inches wide and 55.8 inches in height, it is wider and lower than comparable four-door models. The unmistakable GT silhouette is created by the car's overall length of 195.7 inches and short, sporting overhangs. In its styling and details, the Panamera follows the design philosophy refined over decades on the 911 and successfully implemented on the Boxster, Cayman and Cayenne. Pure Porsche DNA and comfort for four.

Through its design language, the Panamera establishes a new segment. The symbiosis of sports car DNA derived from the looks of a coupe, the unique interpretation of the classical saloon body and the benefits of a variable space concept give the new Porsche a truly unmistakable appearance. For instance, Panamera comes with strongly contoured air intakes instead of a conventional radiator grille. Striking wheel arches and the long and sleek engine compartment, with the distinctly contoured wings flanking the flat front lid, create the typical 911 "landscape" Porsche customers have appreciated for over 45 years. V-shaped seams along the hood and a rear window that tapers like an arrow to the rear also are characteristic of a sports car. Muscular shoulders over the rear wheels, the sweep of the coupe-like roofline and visible tailpipes again bear the thoroughbred Porsche DNA. An elegant roof arch extends over the generous interior.

Thanks to the unique and sporting architecture of the interior, the car's occupants are able to experience a cockpit-like atmosphere from all four seats. All occupants enjoy supreme comfort in both the front seats and the two contoured rear seats. The luggage compartment easily takes all passengers' luggage; the Panamera's variable space concept with folding rear backrests enables driver and passengers to adjust the luggage space to individual requirements. Finally, the coupe tailgate in the sporting rear end combines everyday usability with stylish elegance. Panamera built in Leipzig; powerful engines hail from Zuffenhausen Porsche has developed powerful and up-to-date engines for the Panamera, reflecting the qualities typical of the brand; the V-engines come with six and eight cylinders and output ranges from 300 to 500 horsepower. Some engines use turbocharging technology and Direct Fuel Injection, making them both fuel-efficient and very powerful. Power flows to the wheels through either a manual six- speed gearbox or Porsche's seven-speed PDK Doppelkupplungsgetriebe, or Double-Clutch Gearbox.

In addition to rear-wheel drive, the top version of the Panamera comes with even more sophisticated all-wheel drive, available on other models as an option. Porsche also is preparing a fuel-efficient version of the Panamera with hybrid drive. Further details on engines, transmissions, performance, prices and equipment will be disclosed next spring.

The Porsche Panamera will be built at Porsche's Leipzig plant, where a 237,000-square-foot production hall and a logistics center currently are under construction. While the Panamera engines are built at Porsche's main plant in Zuffenhausen, painted bodyshells will be supplied by Volkswagen's Hanover plant. The Leipzig plant will then assemble the Panamera for final delivery, with an annual sales target of about 20,000 units. Porsche is once again cooperating with German suppliers, with some 70 percent of the car's components being created in Germany.

The Panamera will make its world debut in spring 2009 and the first models will be at U.S dealers in the fall of next year. Porsche Cars North America, Inc. (PCNA) is based in Atlanta, Ga., is the exclusive importer of Porsche sports cars and sport utility vehicles for the United States. It is a wholly owned, indirect subsidiary of Dr. Ing. h.c. F. Porsche AG, PCNA employs approximately 250 people who provide Porsche vehicles, parts, service, marketing and training for its 202 dealers. The dealers, in turn, provide Porsche owners with best-in-class service. Throughout its 60-year history, Porsche has developed numerous technologies that have advanced vehicle performance, improved safety and spurred environmental innovations within the automotive industry. The company continues to celebrate its heritage by adding to its long list of motorsports victories dating back to its first 24 Hours of Le Mans class win in 1951. Today, with more than 28,000 victories, Porsche is recognized as the world's most successful marquee in sports car racing. PCNA, which imports the iconic 911 series, the Boxster and Cayman sports cars and the Cayenne sport utility vehicles for the United States, strives to maintain a standard of excellence, commitment and distinction synonymous with its brand. ###

Lamborghini Estoque Concept
It is a Lamborghini like no other before it: a four-door sports car that sticks resolutely to its creed. The Lamborghini Estoque concept has everything that defines a Lamborghini: extreme, uncompromising and unmistakably Italian, it brings a whole new versatility to the brand's DNA - with its four seats and ample luggage space, this "everyday sports car" is a perfect fit for an equally versatile lifestyle.

Lamborghini Estoque is a study, a concept created specifically for the 2008 Salon d'Automobiles in Paris. From the very first glance there can be no doubt that this is a Lamborghini - a car with compelling presence, both unique and unmistakable. The long wheelbase, the low profile, the broad track, the mighty, accentuated wheels, the clean surfaces and razor-sharp definition - every single line breathes the spirit of the Lamborghini brand.

A new and unique elegance

The Lamborghini Estoque is an entirely new interpretation of the Sant' Agata design ethic: it is a concept that provides a clear indication of the future. This applies to the new, elegant self-confidence of the lines themselves, but even more to the concept of the vehicle. The Lamborghini Estoque is the first sedan in the history of Automobili Lamborghini, although "sedan" is more a reference to the number of doors than any other characteristics. Even sports sedan is an inadequate classification: the Lamborghini Estoque establishes a new category of super sports sedans. With a powerful front mid-engine, permanent all-wheel drive and a sophisticated, precision-tuned chassis, the Lamborghini Estoque boasts a unique technology package.

A sign of success

In Paris, the Lamborghini Estoque demonstrates the innovation, the creativity and the design flair of the Lamborghini brand, currently represented by the enormous success enjoyed by Lamborghini Gallardo and Murciélago super sports cars.

As a concept, the Lamborghini Estoque represents one of several possibilities for a third model series within the Lamborghini product line-up. At this point in time, no decisions have been taken in respect of either a third model series of any kind or of the Lamborghini Estoque concept in particular.

Of course, as a true Lamborghini, it goes without saying that the Lamborghini Estoque also bears a suitably powerful name with a rich heritage from the Spanish Corrida - bull fighting. The Lamborghini Estoque is a rapier (sword), approximately 90 centimetres (35.43 inches) long, used in a bull fight by the Matador.

The Concept

Lamborghini Estoque embodies the concept of a Lamborghini that is both a dedicated sports car and a relaxed Gran Turismo. As a sedan with four doors and four individual sports seats, it is a multi-faceted vehicle for multi-faceted lifestyles.

Relaxed Gran Turismo

The Lamborghini Estoque is the perfect travelling companion, be it en route to business meetings, the theatre, the golf course or even a weekend away with the kids. At the end of the day, it is the only car that allows you to share the singular driving pleasure of a Lamborghini with more than one person - possibly even with the whole family. And there is still enough room left over for weekend luggage or several golf bags.

Despite its extremely low profile - at a mere 1.35 meters (4.43 feet) high - the Lamborghini Estoque is surprisingly spacious. The secret lies in its very long wheelbase which, in spite of the rearwards positioning of the front mid-engine, enables a relaxed, sporty seating position. Entering and exiting is also pleasingly straightforward through the large, wide-opening doors.

Challenging: a thoroughbred sports car

At the same, the Lamborghini Estoque is a thoroughbred sports car with exceptionally refined power delivery, razor-sharp precision handling and a meaty engine tone. Challenging driving pleasure on a winding mountain road, followed by a relaxed, enjoyable journey along miles and miles of motorway- the Lamborghini Estoque is commanding across the entire driving spectrum, at the highest level. The Lamborghini Estoque's versatility makes it the perfect addition to the range of Lamborghini super sports cars.

Design

Such a Lamborghini must be immediately recognizable in its design as a unique and unmistakable work of art. For the Lamborghini Estoque, this is clearly a case of "mission accomplished."

The proportions of the Lamborghini Estoque are simply fascinating: no other automobile combines so convincingly the elegance of length with the sporting attributes of a low profile and impressive breadth. Or to put it into figures - the concept painted in an all-new color, is 5.15 meters (16.89 feet) long and 1.99 meters (6.53 feet) wide, with a height of only 1.35 metres (4.43 feet). The wheelbase is a stately 3.01 meters (9.88 feet) - an equally important element of elegant vehicle architecture.

And it is unequivocally Italian - the flat bonnet, the long wheelbase, the narrow window openings, the flat rear that ends decisively with a negative return - it is all pure "Italianità" on wheels; everything bears the design language of the large classic Italian four-door cars, albeit with a unique, modern interpretation. Pure Lamborghini.

Clearly a sports car

The front end of the Lamborghini Estoque is a clear and unambiguous statement of its sports car credentials. Its place amongst the family of Lamborghini super sports cars is also distinct and unmistakable - with its swooping V-shape, its two large air intakes pulled forward and the small front spoiler in between. This front end design gives the Lamborghini Estoque a firm, low stance, while providing excellent aerodynamic efficiency. The large air intakes facilitate the cooling air that is important for such a high-performance vehicle and the spoiler was specifically designed to improve aerodynamic balance at high speeds.

Such distinctive sports car architecture is only possible by positioning the front mid-engine well towards the rear. Despite the very low bonnet, it goes without saying that the Lamborghini Estoque fulfils all safety regulations and pedestrian protection standards.

Taut muscles

The bonnet of the Lamborghini Estoque makes the origins of the sheer power of this vehicle immediately apparent. The location of the engine is clearly evident through the distinct division created by two large air outlets and the additional emphasis of a central power area. Further air outlets are positioned both left and right in the wings, behind each of the front wheel arches.

Together, with the division of the bonnet, these elements add emphasis to the area above the wheels, framing the front end of the Lamborghini Estoque like a taut muscle. The permanent all-wheel drive that is typical for all Lamborghinis means that the 22 inch wheels, with their new five double-spoke design, also do their part in delivering power to the road. Here too, the Centro Stile has stuck firmly to the Lamborghini principle that form always follows function; after all, the ample cooling air flowing into the high-performance driveline also has to move quickly out of the vehicle.

Tremendous tension along the flanks

Its proportions guarantee the Lamborghini Estoque an impressive appearance. The skilled sectioning along the flanks of the vehicle gives the body shell an incredibly muscular form. Beneath the flat surfaces of the bonnet, the incredibly powerful shoulder line, a further side line rising slightly towards the rear and, finally, the equally distinct sill line all add emphasis to the flow of power from the engine to the magnificent 23 inch rear wheels. The masculine profile is completed by the negative return of the rear end. This adds further tension to the form of the Lamborghini Estoque - the whole car looks coiled and ready to pounce at the drop of a hat. These sharp lines frame a fascinating interplay of surfaces across convex and concave curvatures. The Lamborghini Estoque clearly displays the design language of the Centro Stile Lamborghini with a distinctive elegance.

Powerful elegance at the rear

The flow of form is brought to its conclusion by the broad, even expanse of the rear end. The horizontal split created by the flat LED light clusters and the large, mesh-covered lower air outlets bring additional emphasis to this breadth. A narrow, slightly slanted "frame" panel surrounds the whole rear aspect and further highlights its powerful elegance.

Precise details, such as the hexagonal fuel caps on both sides of the vehicle, characterize the depth of the design language. The front headlamps, featuring bi-Xenon and LED technology, carry forward a theme evident in both the Lamborghini Reventón and the Lamborghini Gallardo LP560-4 - the Y-shape of the daytime running lights. The tiny green/white/red flag adorning the front wings discreetly highlights that an automotive statement as uncompromising as this one can come from only one country on Earth - from Italy.

The interior

Despite its extremely low profile, the Lamborghini Estoque offers a surprisingly generous feeling of spaciousness. The length of the interior facilitates a relaxed seating position for all four individual seats and plays a significant role in the supreme comfort of this super sports sedan over long distances. The interior reflects elements of the exterior design language, also evident in the cabin of the Lamborghini Estoque - in the distinctive lines of the door panels or in the swooping V-shape applied to the cockpit, reflecting the form used on the front end and on the bonnet.

Luxurious interior

The dominant material of the interior is highest-quality Nappa leather. The four individual seats boast sporting contours, supreme long-distance comfort and extensive electrical positioning options.

Cockpit with large-screen display

The cockpit presents the driver with a large-area LCD screen displaying vehicle and route information. A range of presentation formats are available for selection depending on personal preference - a distinctive classical layout with circular instrument dials, or an innovative digital display. A top-class audio installation and a sophisticated rear seat entertainment system round off the equipment.

Like the interior, the luggage compartment of the Lamborghini Estoque is also surprisingly spacious. Despite the low-profile rear end, it has plenty room for several golf bags or pieces of luggage.

Production feasibility

As a pure concept car, the Lamborghini Estoque is a design exercise and a further indication of the innovative power of the Lamborghini brand. Yet, it is based on a feasible technical concept that offers a whole range of fascinating alternatives for the body shell and driveline.

Just like the brand's super sports cars, the Lamborghini Estoque uses a mid-engine layout. However, the high-performance driveline used here is not located in front of the rear axle, as in the Gallardo and Murciélago or in the Reventón, but behind the front axle. This front mid-engine concept, with the driveline set way back, facilitates balanced weight distribution and a centre of gravity close to the vehicle's vertical axis. Both ensure the unparalleled agility and handling precision of a mid-engine vehicle.

Reserves in every situation

Like all contemporary Lamborghini models, the Lamborghini Estoque is also equipped with permanent all-wheel drive. It distributes the engine power to all four wheels, thus making for superior traction in all driving situations, as well as providing extra reserves for extremely sporty driving and for challenging weather conditions.

A range of drivelines is conceivable for the Lamborghini Estoque. This is headed up by the highly-acclaimed Lamborghini ten-cylinder from the Gallardo LP 560-4 - with more torque and higher revving than virtually any other engine. A complementary alternative could be a turbocharged eight-cylinder derived from this V10. A particularly economical, but nevertheless dynamic, variation would be a V8 with a hybrid module or an extremely high-performance TDI.

The Centro Stile Lamborghini

With the Estoque, the Centro Stile Lamborghini has created further proof of its creativity and attention to detail. The design centre that opened in 2004 is a studio of creatives, designers and model makers that combines the culture and the spirit of the brand with the power of innovation and of creating a new aesthetic. The Centro Stile Lamborghini is part of the best tradition of Italian vehicle design, and is leading the way forward with the latest in working techniques.

The Centro Stile is located in a 2,900 sq. meter (31,215 sq. feet) facility, where it occupies two interconnected floors. The generously proportioned design studio is equipped with two full-size surface tables and their associated tooling and measuring equipment, while further areas house the latest in computer workstations for the creative experts and a workshop for the model makers. The Centro Stile is also connected directly to the neighbouring Ufficio Tecnico - the direct link to Lamborghini's development department ensures the rapid realization of ideas. Speed is a key aspect for Lamborghini, for both its cars and its working processes; the Reventón was created in the record time of less than one year.

In-house creativity and implementation

From the first sketches made either on paper or using the three-dimensional computer program, through 1:10 or 1:4 scale models to full-size models, the complete design process is organized within small, fast-moving teams.

Since it was founded, the Lamborghini brand has been bringing innovative design trends to the rarefied atmosphere of the world's most desirable automobiles, and producing vehicles with absolutely unmistakable character. Models such as the Miura and the Countach were way ahead of their time, but quickly attained the status of timeless classics. From their first appearance, every new Lamborghini is destined to become a legend and sought-after collectors' item.

With the current Murciélago and Gallardo, Lamborghini has once again perfected an innovative design language. The exterior proportions provide an indication of the power and dynamic character of the driveline. Crisply-defined edges, precision lines and clean surfaces result in a design that is reduced to its very essence.

Every element is designed precisely in accordance with its function. Examples of this on the Lamborghini Murciélago LP640 include the movable cooling air intakes and the asymmetric sills; on the left side of the vehicle, the air intake is significantly larger to accommodate the flow of fresh air to the oil cooler.

Clear lines, perfect details

The unmistakable form of a Lamborghini is something that always speaks for itself: ornamentation or decoration of any kind has absolutely no place here. This firmly places the current models that bear the sign of the bull within the best traditions of their brand and of 60s and 70s Italian vehicle design. The sports cars of that time were acclaimed for their perfect proportions and for their objective, functional elegance that required no embellishment of any kind.

The purist execution of the lines is complemented perfectly by the passion for detail possessed by the designers in Sant' Agata Bolognese. The rear view of the Murciélago LP 640 is distinctive not only for its impressive power, but also for the fine interplay of the elements in the sophisticated rear light cluster.

The sensuality of precision and performance

A Lamborghini is a high performance athlete. Its high degree of sensuality is based on precision, performance and spontaneous action. This type of elegance is the elegance of pure, unadulterated power. This Lamborghini DNA is carried forward into future products at the Centro Stile, which is destined to continue to set clear design trends - the Lamborghini Estoque is the perfect example.

The design centre on the site of the historical birthplace of all Lamborghinis guarantees the super sports cars with the bull brand will remain exclusive, sensual and challenging - and always unmistakably Italian.

Seriously, if you're going to design a concept for a Ferrari sedan, it'd be best to first take a long hard look at the handsome Pinin. Sure it was designed back in 1980, but that's back when sedans were still proud of having four doors, and didn't pretend to be coupe-shaped. You really can't improve much on it.
[cardesign.ru via MotorAuthority]

According to CarTop, the 2011 Infiniti GT-R would use a stretched version of the GT-R's chassis, complete with its whiz-bang AWD system, a tuned version of the 3.8-liter twin-turbo V6 producing nearly 500 HP, and share the same Xtronic CVT. Pricing would be about 20% higher, bringing the sedan in at around $85,000 (before speculation) on this side of the Pacific.

Jalopnik Snap Judgment: This is probably just idle speculation. But, think of the possibility! Such a sedan would give Infiniti the range-topper it desperately needs, capable of defeating cars like the 2011 BMW M5 and Mercedes E63 AMG on their own turf, the 'Ring. A less aggressively styled four-door could be the ultimate Q-car and finally propel Nissan's luxury brand into direct competition with the Germans while simultaneously leaving Lexus to eat its dust. On the other hand, remember what happened the last time Nissan stretched its supercar chassis, added two doors and installed an Infiniti badge? The thirsty, cramped, and unspectacular J30.
[via Nihon Car and GT Channel]

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

Also Consider:
• Ford Crown Victoria P71
• Chevy Impala 9C1
• '74 Dodge Monaco
• Increasing road safety by encouraging good driving behavior and motorist education instead of focusing on narrow-minded and ineffective speed enforcement

Vitals:
• Manufacturer: Dodge
• Model year: 2008
• Base price: $29,160
• Price as tested: $29,740
• Engine type: 5.7-Liter OHV V8
• Horsepower: 340 @ 5000 RPM
• Torque: 390 @ 4000 RPM
• Transmission: 5-Speed Automatic
• Curb weight: 4150 pounds
• LxWxH: 200.1" x 74.5" x 58.2"
• Wheelbase: 120.0"
• Tires: P225/60R18
• 0 - 60 mph: 5.9 seconds
• EPA fuel economy city/highway: 15/23 MPG
• NHTSA crash test rating: ***** front

Also see:
• 2008 Dodge Charger Police Edition, Part One
• 2008 Dodge Charger Police Edition, Part Two

Acceleration: ****
On paper, 340 HP may not look as impressive today as it once did, but when you stomp on the go pedal and wake up the four Hemi V8 cylinders that were taking a nap to save gas, those horses feel plenty strong indeed. Maximum power from the 5.7-liter mill comes in at 5000 RPM, and 390 lb-ft of torque is cranked out at 4000 RPM. And while it may not be exceedingly loud, the Hemi does provide a snorting soundtrack.

Braking: ***
With ABS and vented discs on all four corners, stopping performance is adequate, especially considering the massive size and weight of the Charger. What's important is the car feels stable and controlled during emergency-stop situations.

Ride: ***
Benefiting from the Mercedes-derived four-wheel-independent suspension, the Police Charger certainly feels better than the softly sprung solid-axle boats of yesteryear. But the sheer size of the car may make you feel a bit like you're in an SUV that's been hunkered down a few inches, though overall the ride is comfortable enough for a day's worth of patrolling.

Handling: **
You don't expect a car like this to go around turns well, and it doesn't. Body roll isn't as bad as some cars, but there's lots of understeer. Even with the traction control off, the car is hard to coax into a powerslide. You'll be fine chasing down a murderer in an Iroc-Z on the expressway, but you'll need to call-in a roadblock to catch a Porsche on a winding back road.

Gearbox: *
There's just something so nostalgically right about a column-shifter in a big American car. The five-speed automatic works fine for normal driving. However, the autostick feature is nearly worthless. Even my small thumbs struggled to properly operate the tiny +/- button for manual shifting.

Audio: *
The bargain basement stereo isn't impressive, though if you're busy listening to your police radio, we imagine it's sufficient.

Toys: **
With no sirens, no radios, and no flashing lights installed, our Charger had nothing to play with. If you want to install all the cop goodies, the Charger's ready to go with an upgraded battery and alternator — and all that would have moved the star rating to the top. Still, the spotlight is fun for making punk teenage drivers squirm night driving on unlit country roads.

Value: ***
Though we hear it all depends on what kind of deal your municipality can strike up, a Hemi-powered Police Charger starts at just over $29,000. That's pretty good if you want a brand new muscle sedan. Though a Ford or Chevy will cost less if you just want a cruiser. That's not even mentioning the endless supply of pre-abused P71 Crown Vics that are practically given away at police auctions.

Overall: ***
The Dodge Charger Police Edition is a squad car with the attitude to intimidate bad guys, and the muscle to run them down. It takes old-school flavor and brings it up-to-date, while retaining the simple charm of a big V8-powered American cruiser. So what do you say? Is it the new Bluesmobile or what?

Also see:
• 2008 Dodge Charger Police Edition, Part One
• 2008 Dodge Charger Police Edition, Part Three

It's got cop tires, a rough n' ready cop suspension and rubber floors. Most importantly, it's got a Hemi under the hood — the big 5.7-liter 345 cubic-inch 'plant. The engine helps this big Dodge make me feel ready for some silver-screen type stunts. Thoughts flash through my mind of arriving at the opposite side of a slightly raised drawbridge at full speed, but unfortunately, the bridge was down — my hopes of truly testing the stout suspension dashed. I'd have to settle for the curbs I'd hopped coming off the expressway to give me a feel for the resiliency of the Chrysler tested and police-approved chassis.

I slide up to see Hardigree wearily checking his watch, anxious to continue our pilgrimage across the city. No, we're not on a mission from God, not looking to reunite a band and save an orphanage. We're here to reunite this car with its spiritual home.

There's something universally menacing about the blacked-out Charger. Yes, anyone on the highway noticing the spot lamp poking out of the driver side A-pillar will move out of your way, but that's true with any decommissioned police car. The Charger, however, has an extra level of attitude, emanating from that strong centerline, the aggressive front grille and those big rear haunches — a truly scary feeling even a blind pianist can sense.

So, as we pull up to the Museum of Science and Industry onto the very familiar footbridge out front, I felt I could scatter Nazi Illini with a greater efficiency than Jake and Elwood ever could with their '74 Monaco.

But if we really want to make this car feel at home, we need to get pulled over. The whole film pivots on an unfortunate encounter with the Illinois State Police, but we'll settle for Chicago PD. Since we'd rather not actually get a ticket, we happen upon a police station and Matt hops out to talk with the sergeant in charge. Though rebuffed officially, one of the officers motions to us he wants to speak with us outside the earshot of his supervisor. Outside, he agrees to help us. He's not pulling us over, just parking behind us — with his flashing lights on — in the middle of the road. Other cops gathered about grumble jealously. "I wish they'd buy us some of these," says our friendly officer.

We bid farewell to The Man and head over to pick up Chicago-style hot dogs from a local stand, consuming them in a parking lot across the street from Wrigley Field. Not quite four fried chickens, but they'll do. Getting back in the Charger, I pull down on the column shifter, noting how different the equipment on this model is compared to the usual creature comforts we all take for granted in most modern cars. For example, no cupholders. But never mind because the floors are rubber, making clean-up simple should I spill something. No cigarette lighter either — true to Blues Brothers form.

Matt and I head downtown, but are disappointed to find neither mounted patrol or National Guard waiting for us. I continue on to Lower Wacker Drive, rolling down the windows and selecting a low gear on the Autostick. The echoing roar of the V8 chases me through the underground street. Even if you're not on a mission from God, you can't help but feel the divine reverberation. Sadly, we only had the car for a few days, and with our time almost up, I had to head back to Michigan.

On my drive back, the jazz station crackling on the radio lulls me into losing track of time, worries, distance, and apparently speed. I guess you can only get pulled over when you don't want to be. "Do you know what I stopped you for?" asks a blindingly bright beam of light in my passenger side window. I've never answered "no" to that question. So, after my quick slick answer, the uniformed man with the inquisitive flashlight goes back to his Crown Vic for a minute. I hope he doesn't have SCMODS. Thankfully, he returns with only a written warning and a guilt trip. "You should feel privileged to drive this car." states the officer. It's true, I should.

Remember that, people: No matter who you are and what you do to live, thrive and survive, there are still some things that make us all the same. You, me, them, everybody... and respect for a police-spec Charger is one of them.

Also see:
• 2008 Dodge Charger Police Edition, Part Two
• 2008 Dodge Charger Police Edition, Part Three

The Lincoln MKS is the biggest car I've driven in 6 years, I'll admit. It rides low enough to the road that I'd be concerned about scraping its cute-as-a-penny bottom in more than a few steep driveways, but it does look pretty damn cool — much more so than any Lincoln we've seen since the era that brought us Ben's personal project car hell. In the pre-driving presentation the design guys kept droning on and on and on about their new paint color "tuxedo black," which contains bits of glass to make it sparkle in a different way. But then they told us we'd be driving for two hours before getting to the next presentation, so I was more concerned with running for the bathroom and missed the assembled auto journalists making cute cooing noises when they got outside and saw it in the sun. At least I think they were. It was either "ooooh!" or "eeeeww!" — it's hard to tell from the bathroom stall. But it really does look like they poured glitter in the paint, though, so I felt like maybe it wasn't a total "old person" car.

Then they partnered me up with another to-remain-nameless reporter and we went rock-paper-scissors for who got to drive first and I lost, damn him. He started up the car and admitted he doesn't own one and never drives, so I knew I'd at least have one up on him even if he did go first. But for the moment, I looked at the route of windy back roads and hoped to God the airbags worked as we started off. Since he had to pay so much attention to the road, I got to play with the gadgets — it didn't read my off-brand MP3 player (but I guess if you buy a $46,000 car you'll probably also have an iPod), the jukebox selection was lame and just as I was settling on a musical choice the ass coolers kicked in. The seat blows cold air on your butt, which feels good for about a minute before it feels weird to have cold puffs of air constantly assaulting your ass and thighs.

But, it turns out, even with one of the world's least experienced drivers at the helm, the car handled pretty good, and I only worried about going off the road three or four times, so I looked around some more. They designed the glove compartment so that only one edge shows (which sounds good, but really just makes it easier to manufacture). For as big as it looked on the outside, it wasn't really all that spacious. The dashboard is all stitched leather, the seats were comfy and the moonroof extends into the back seat besides — but while opening it is pretty intuitive, it isn't quite as easy to get it shut. I probably should've read the manual, but I didn't want to be too much of a girl.

It was also a damn quiet ride, which made it hard to hear the engine shifting on the hills and such, but the tachometer said that, even on hills, the RPMs were pretty low. It's also a little strange to be roaming around the Virginia countryside (looking out for cops, even) in a huge car that feels like something a driver would drive you around in if you had a driver, but maybe that's just me.

When we got to switch positions, I realized that my companion was a rather unassertive driver. My concerns about pickup and handling were pretty much assuaged when I had to take a left turn across 4 lanes of highway traffic to head back to D.C. and laid rubber in the parking lot and didn't fishtail in the left lane, though I'm not sure he felt the same way about it.

As a short person, my problem with driving big cars is that I often can't visualize the corners because I can't get up high enough or forward enough without bumping my chest up against the steering wheel. Somehow, despite the size, I was able to get the MKS's seat adjusted to a point where I didn't feel like the air bag would kill me in a collision and I could see enough of what I was driving to take curves at appropriate speeds without worrying if I was over the line, and I never once felt that sliding sensation that the car was about to lose it no matter what the curve was or how fast I stopped. For a car that's bigger than my dining room, that's a pretty impressive accomplishment.

My biggest concern, other than not getting pulled over by the cops when my lead foot got the better of me, was how much gas I was using. On a 20 gallon tank, we went somewhat less than 200 miles on back roads (most of which was not in traffic, thankfully) and used up about half a tank, meaning we'd spent about $40 in gas to just tool around. Do people still buy huge leather-filled cars with backseats they'll never use (and navigation systems that will tell them sports scores, but not while the car is moving) when gas is this expensive? It was a question that I pondered pretty heavily as I sat in traffic in I-66 on the way back into the city to give the car back and retrieve my cuckolded Corolla.

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

Also Consider:
*Audi RS4
*Merceds C63 AMG
*E39 M5
*Porsche 911

Vitals:
• Manufacturer: BMW
• Model tested: M3 Sedan
• Model year: 2008
• Base Price: $53,800
• Price as Tested: $64,050
• Engine type: 4.0-liter DOHC Double-VANOS V8
• Horsepower: 414 @ 8,300 RPM
• Torque: 295lb-ft @ 3,900 RPM
• Red line: 8,300rpm
• Transmission: 6-speed manual
• Curb Weight: 3725lbs
• LxWxH: 180.4" x 71.5" x 57"
• Wheelbase: 108.7"
• Tires: 245/40 ZR18 front, 265/40 ZR18 rear
• Drive type: RWD
• 0 - 60 mph: 4.7 seconds
• 1/4-mile: 12.9 secs
• Top speed: 155 MPH Electronically Limited
• EPA Fuel economy city/highway: 14/20mpg
• NHTSA crash test rating: n/a

Also see:

• 2008 BMW M3, Part One

• 2008 BMW M3, Part Two

Acceleration: *****
Say what you want about relatively low torque figures, the all-new V8 revs so quickly and evokes so much power that its acceleration is all-consuming. And since when was 295lb/ft of torque relatively low anyways? The engine shares a perfect relationship with the chassis and leaves us wanting for nothing. Quite simply one of the best road-going engines ever.

Braking: ***
Never lacking in power or feel, but still has that ever so slightly not over-braked BMW feeling.

Ride: ***
Firm, but never harsh, the M3 always feels in control but would prefer you took advantage of the fast steering to avoid potholes.

Handling: *****
Simply one of the best handling cars we've ever driven, this is the M3's forté. Where other cars lie about their ultimate capabilities with over-heavy steering or artificial inputs, the M3 doesn't come alive until you're really pushing, its ultimate limits far beyond other fast sedan rivals and even its own grip levels. Want a car that'll drive sideways? This is it.

Gearbox: ****
Unlike other BMWs before it, the gear lever's throw isn't perfection, being both notchy and imprecise unless you're redlining it. An extra star added for the three pedals combined with six-gears. Thank you BMW for offering us the option.

Audio: *****
The radio works, we guess, but it's the engine you'll want to listen to. Neither woofly like a big American V8 nor screamy like a V10, the exhaust note conveys nothing but power and speed in its own unique way. For the M3, hearing is believing.

Toys: *****
There's more acronyms than we could ever list controlling every function and performance variable you could think of, and many you couldn't. When you're driving the M3, you notice none of them, except through the car's sheer competence. All the electronics serve the sole purpose of making it better to drive and giving more control to the driver, which is exactly how all cars should be. iDrive isn't nearly as infuriating as it used to be, you'll be clicking and spinning like a pro after your first day in a car so-equipped.

Value: *****
At $54,575 the M3 isn't a cheap car. But look at it this way: You get a 420bhp V8, one of the best chassis going and five seats for the price of a base Escalade. Or, if you'd prefer, nearly half the price and over twice the seats of a Porsche 911 GT3.

Overall: *****
Many purists will argue the size, weight and complication are the antithesis of an M car. In practice, these concerns aren't borne out. The 2008 model has as much involvement and more speed than any M3 before it. Where rivals are merely range-topping versions of the more pedestrian models below them, the M3 is a bona fide supercar, capable of satisfying the needs of even the most discerning drivers. This much practicality, this much pace and this much involvement from a four-door sedan? To say we're smitten is an understatement.

Also see:

• 2008 BMW M3, Part One

This thought first occurs as I'm shifting from third to fourth on the same wet, windy and narrow road in the Catskills that had the Jaguar XKR tying itself in knots. Burying the throttle well into three figures that thought comes just after I ask myself if this is a bad idea. The answer is no.

The fast cars following disappear into the spray as the M3 crests yet another apex and accelerate out onto the flat corners beyond. The BMW making that impossibly fast, flat cornering believable, redefining the way in which I think a car should perform. I almost feel sorry for whatever it is I have to drive next.

That the M3 eschews conventional fast car wisdom makes it all the more special. Not present is any kind of manumatic or all wheel drive. The traction control is easy to completely defeat even if the power and electronic damping controls are baffling. The push-random-buttons-then-get-on-with-driving-it setting seems to work for me.

Those buttons, located down by your right leg, are the visible front to an achingly long list of in-car technology. A brief look reveals the usual dynamic stability control, as well as switchable throttle maps, electronically adjustable active dampers and regenerative braking. That you notice none of this once you put the owner's manual away speaks volumes for the fundamental right-ness of the design, none of it interfering as I use the throttle to play with the BMW's backend entering and leaving the mountain bends.

Earlier that morning, swamped in Manhattan's gray sea of traffic on my way out of town, there was little to hint at the M3's performance to come. The light clutch and adjusted-for-speed steering make easy work of the stop and go, while the suspension — firm in any setting — never makes the bumps go away, the jolts fail to affect the stiff body. The engine, while fast and flexible, doesn't hint at the performance its capable of. In fact, the whole thing feels decidedly normal. Looks it too, the bulges and droops making the already unappealing current 3-series even uglier. I like to think of the sedan's body as a form of camouflage; helping drivers avoid the attention a car this capable would normally garner. Even with the badges, those sitting one car over in traffic think of you as an upwardly mobile young executive from New Jersey, not someone hell bent on breaking every traffic law ever written.

But it's not city driving for which people will purchase the M3. It's the sheer involvement with which it rewards drivers. To look at it on paper, the BMW would seem a parallel for fast sedan rivals like the RS4, IS-F and C63 AMG. Gone is the lightweight simplicity of its forebears and present in the kind of complexity that'll make used car buyers shudder in three year's time. But, once you put your foot down, that piece of paper will disappear nearly as quickly as just about any other car on the road. It's just that good.

Thanks to: Brian, Tony and Matt at 0-60

Speaking to China Daily, company spokesperson Young-Key Koo, "In 2010, we will officially launch our luxury brand name and logo along the lines of Toyota's Lexus, Nissan's Infiniti and Honda's Acura. All of our luxury models will have the new badge."

Koo also revealed plans to launch one or two new luxury models each year, necessary to compete with their Japanese rivals. [Via Motor Authority]

Released at the 2006 LA Auto Show, the Acura Advanced Sedan Concept seems like it's telegraphing the pending power shield pretty well. We panned it pretty well when the Postfather ran the concept, and as would be expected we panned it again when it showed up this year. Hopefully it feels more at home when Acura drops the styling element on the new CLS.

The organization decided the best way to serve the duty and keep operational firetrucks ready for emergencies at the same time would be to set out to purchase and refurbish a classic pumper truck. Seagraves were the predecessor the the later dominant Mack offerings, but at the time the Detroit Fire Department owned about 80% of the Safety Sedans ever made. The example we see here was one of the early Seagraves in the DFD fleet of 87 total.The original chassis has been replaced with a modern one from Mack, and Chrysler was generous enough to contribute a new Detroit Diesel power plant. Nearly four years of labor and dedication have gone into getting the truck to this point and the craftsmanship is unbelieveable. We're sure when it's finished, the hours of hard work from countless volunteers will be well worth the effort. If you'd like to contribute the effort or just want to know a bit more, you can go directly the Detroit Firemens Fund website.

Press Release:

Nissan Intima Concept

A New-generation Saloon for People with a Sophisticated, Discerning Eye for Beauty - Who Enjoy Spending Time in Refined Elegance and Comfort, Whether Traveling Alone or with a Partner

Intima takes Nissan's Modern Living Concept into a new dimension with an interior that invites passengers into an extraordinary world of artistic forms, materials and illumination.

The front passenger's seat swivels approx. 80° to the outside, as if to welcome and escort a passenger into the car.

Exterior styling that matches the interior's artistic image, with a design that combines sharp-edged lines and organic panel surfaces. Rich elegance is conveyed though Intima's arching side character line, while the crystal-like appearance of the front and rear lamps, grille and wheels project an image of superior quality and refinement reminiscent of jewelry.

With the new BMW M3 coupe shipping to buyers, you'd think the story was over. Well, it isn't. There's still a convertible on the way. And BMW insiders say the company is reintroducing the M3 sedan next year. And don't forget the M3 CSL, a superlight, more powerful coupe that BMW fans say will put Audi in its place.

We're even hearing rumours that the new CSL will make it to the US. Recent spy shots, taken by a vacationing New Jersey BMW fan, near Germany's Nürburgring caught several of the new Bimmers during track testing. Seen nearly uncovered, the sedan sports the same quad-pipe exhaust and wide stance as its coupe sibling.

The convertible shows off its retractable roof. In the up position of course. Expect the new models to be revealed during the upcoming auto show season ahead of a release in 2009. Thanks, Ringmeister, for the photos!

Press Release (partial):

Key Value One: EMOTIONAL AND SPORTY

Engaging styling and dynamic performance create a sense of delight and kizuna
(strong emotional ties) when the owner looks at or drives the new Mazda6.

Design
Chief designer Youichi Sato describes the design theme for the new Mazda6 as "Bold and Exquisite". The design is an evolved Zoom-Zoom form, which cleverly combines two seemingly contradicting ideas of strength and delicate grace through an expression of the Japanese aesthetic. While inheriting the 'athletic' design that was key to the signature Mazda look of the previous model, the new Mazda6 is yet a stronger statement of driving dynamism. Its designers also worked on a combination of playfulness and dignity to create a new expression of "cool", aimed at moving the Mazda6 to the top of its class. Youichi Sato states, "it is vitally important that the new Mazda6 confidently embodies a Japanese design identity.
And it must still look fresh in 10 years' time."

Advanced exterior styling based on Japanese aesthetics
The design theme, "Bold and Exquisite" is embodied in the new Mazda6's sporty styling that is sure to turn heads. "Japanese aesthetics give new Mazda6 its unique visual identity", says Sato. "Rather than being derived from traditional sculpted forms, it stands apart from its rivals by straightforwardly expressing the Japanese aesthetic sense to embody a new and advanced character."

The exterior has a unique character, expressed by the interplay of discreetly flowing curves and prominent edges from the front end through the fenders, and through the taut curves that lend richness and strength to the rear view. The door panel placed between the sharp top and bottom character lines convey an expression of beauty from simplicity. Then there's the exquisiteness of detail evident everywhere in the tsukurikomi (inbuilt quality). Combined, these elements of beauty create an advanced, emotion-pleasing character that could only be found in a Mazda.

As before, there are three body styles: hatchback, sedan and estate. The five-door hatchback symbolizes the new Mazda6's sporty and sophisticated nature with a flowing, coupé-style silhouette and a six side-window cabin design. The sedan plays down its three-box form with its tautly-arched cabin and short, high tail, giving it a fastback look clearly related to that of the hatchback. The estate version features three-dimensional curves that give volume and tension to the side and rear view to achieve a level of stylish design, rare in an estate.

It's also moving on up in engine size — the new V6 gets a half liter more, moving up to a 3.5-liter i-VTEC V6 engine with 273 HP at 6,200 rpm and 250 lb-ft of torque at 5,000 rpm with a 5-speed slushbox. The new engine also introduces Honda's next-gen Variable Cylinder Management (VCM) technology to give the new Accord four-door a purported EPA City/Highway fuel economy of 19/29 mpg. We'll hopefully get a chance to see if those numbers actually match up on the V6.

The in-line four-cylinder comes in two flavors for the sedan — a standard 200-horsepower 2.4-liter engine is standard in the Accord Sedan EX, EX-L with a purported 21/31 mpg and a 180-hp version of the same capacity engine in the LX and LX-P with a purported 21/31 with the auto tranny and 22/31 with the manny tranny.

On the safety front the Accord's got kind of a cool marketing feature — there are no optional accessories. Everything from side-curtain airbags to 4-wheel anti-lock disc brakes and tire pressure monitoring system are all included. Not too shabby of an idea if you ask us.

As far as the trim — there's a few different "levels" to choose from with an interior benefiting from a redesign of the center console stack and the addition of a nav wheel that's being described as "nothing like the iDrive":

• LX and LX Premium (LX-P) trim levels are powered by a 2.4-liter, 180-hp four-cylinder i-VTEC engine with either a 5-speed manual or 5-speed automatic.
• EX and EX-L trim levels are powered by a 2.4-liter, 200-hp 4-cylinder i-VTEC engine with either a 5-speed manual or 5-speed automatic.
• The EX V-6 is powered by a 3.5-liter, SOHC, i-VTEC® V-6 engine with VCM and a 5-speed automatic transmission.
• The EX-L and EX V-6 are available with a Navigation system.