Press Release From Volvo Special Vehicles

Volvo is unveiling the ultimate factory-built police car today (2 September 2008) at the National Association of Police Fleet Manager’s (NAPFM) Conference in Cheltenham.

The Volvo V70 police car was designed and developed in conjunction with the NAPFM, National Police Improvement Agency, Police Federation and users. Volvo will build the fully equipped V70 estate on the standard production line in Torslanda, Sweden, offering a turn key solution to the British Police Force.

Volvo believes this is the first time a fully equipped frontline UK police car has been available to factory order and is confident of immediate interest from authorities who have been used to a car spending several months having special kit fitted before being able to put it into service. Customers can expect delivery of their Volvo V70 Turn Key police car within 12-14 weeks from their initial order.

All elements of the new Volvo V70 Turn Key police car are factory built for UK forces from the battenburg livery and lightbar to all radio prep/wiring and a master control panel. The factory fitted options list reads slightly differently to usual and includes the VASCAR speed detection system, a police surveillance video camera and a two dog cage.

This is added to Volvo’s already unique tried and tested police chassis, which includes self leveling suspension and special 17.5 inch brakes and reinforced alloy wheels which further improve stopping distances and brake disc cooling.

With Duty of Care being at the top of the wish list for all police authorities, having a car that is fully designed, built and supported in the aftermarket by the manufacturer is another huge plus point for the Volvo V70 Turn Key.

Volvo first announced its intentions to design and build the ultimate Turn Key police car at last year’s NAPFM conference. Now, 12 months on, after taking into consideration the wish lists of all UK police authorities, Volvo has delivered the complete car with a range of petrol, diesel and FlexiFuel engines.

“Volvo has worked with its partners to deliver what police forces want from a typical patrol car and we are confident it will be a big hit. Being able to factory order a car and know it will be ready for immediate action when it arrives is a significant benefit and it also addresses the Duty of Care commitments of police authorities. We believe this car takes the UK police market to a new level,” said Sarah Tottle, Volvo UK’s special vehicles manager.

[Source: Volvo via Automobile]

Climbing into the CTS-V in New York’s northern suburbs, I was on a high. Just one week previously, I’d spent the day lapping GM’s Milford Proving Grounds in the best car ever made, the 2009 Corvette ZR1. The CTS-V promised to be more of the same; it uses a similar 6.2-liter supercharged engine, but here making a not-quite-as-ridiculous 551 lb-ft and 556 HP (to the ZR1’s 604 LB-FT and 638 HP). Also present are similar electromagnetically controlled shocks, promising both a smooth ride and, more importantly, mind-bending handling. Those numbers lead to a 0-60 time of just 3.9 seconds, that 191 MPH top speed for the manual transmission version (the only model I drove) and combine with that suspension to deliver a ‘Ring time of 7:59.32, making it the fastest production sedan in the world.

My ability to restrain my inner demons lasted all the way from White Plains across the Tappan Zee Bridge, a notoriously poorly assembled pile of broken concrete and steel plates that masquerades as the main route over the Hudson north of the city. Cruising down the right lane of the congested highway during rush hour, trying hard to preserve both my license and my life while dicing with trucks and crazy bitches from New Jersey, there’s little to indicate the CTS-V’s potential. The engine is quiet, the Tremec six-speed is smooth and the dual-plate clutch (similar to the ZR1’s) is light. The ride’s also seriously impressive; I prefer the controlled-but-firm nature of European performance car suspensions over the soft and squishy nature of most American cars. And the CTS-V satisfies my Euro snobbery not just with its suspension, but in the interior too. In V trim it gains glossy piano-black highlights, supportive and comfy suede Recaros, a suede steering wheel and a suede gear lever. Know how awkward most current BMW interiors are and how cheap most current Mercedes feel? The CTS-V is better. Seriously. I never thought I’d say that about a Cadillac.

Of course, all this only remains a factor if you’re driving slowly. Shift down a gear, switch the suspension into Sport mode, turn off the traction control and switch Stability to “Competitive mode” and you’re ready to drive fast. There aren't many passing opportunities along Route 9 West, but with ridiculous amounts of power and torque everywhere, that rapidly ceases to be a problem. Views of the Hudson over my right shoulder disappear as speed focuses my vision into a tunnel. Driving the CTS-V fast, on the road, you rapidly forget that you’re driving a big luxury car. Its movements are precise, yet untroubled by cracked pavement or pot holes. Hit one at speed while cornering and it scarcely upsets the car, never once punting it sideways. That I can say this about a car that will light the rear tires up merely by flooring the throttle in fourth gear is kind of mind-boggling.

Later in the day, out on the track, the rev limiter ceases to be an issue. Here, free to concentrate on your own driving instead of others’, it’s easier to keep the big engine in the middle of its torque curve, which peaks at just 3,800 RPM. The power becomes almost secondary to the cornering, which at high speed is controlled and grippy, while slower corners move the balance over to sideways. Compared to the ZR1, The CTS-V has to carry 836 LB more through the corners on narrower versions of the Michelin PS2s. Prone to initial understeer, it only takes some right foot to step the tail out into a controllable slide, so the experience is somewhat less controlled than driving a ZR1, and a fair bit slower, but equally fun in its own unique way. Cadillac had to order me out of the CTS-V at the end of the day, after four hours of continuous lapping.

By now, you’ve probably guessed that I really, really enjoyed driving the Cadillac CTS-V. It offers a new level of capability for performance sedans on the track, but especially on the road. In both environments it’s amazing fast, but also exploitable. Think of it as a ZR1 that you can drive people around in, that looks way classier and that you’ll actually be able to push to its limits, and you won’t be far off. Cadillac inevitably compares it to cars like the BMW M5 and Mercedes E63 AMG, but starting at “around $60,000” it’s considerably cheaper; with a 0-60 time of 3.9 seconds it’s considerably faster and it’s also considerably more involving. I’d compare it to the more closely priced BMW M3 Sedan, which may have a slight edge on precision, but is also shy 142 HP and 256 lb-ft, while the CTS-V only weighs 474 pounds more. With this car and the ZR1, General Motors now makes two of the fastest, most exciting and just plain best performance cars. Ever. And yes, the 2009 Cadillac CTS-V does epic burnouts, too.

Both share a quarter-mile time of 12.7 seconds, but the lighter, 420 HP R8 is faster through 90 mph and the 580 HP RS6 is faster through 150 mph. Not surprisingly, the mid-engined supercar manages to out-brake the much heavier wagon. And what about around the track? EVO took both out to the Bedford Autodrome and determined the RS6 was just 1.4 seconds off of the R8's time of 1:26.5. I guess now we know why the ultimate wagon costs more than $140,000. [EVO via CarScoop]

A prototype for BMW's Progressive Activity Sedan—once known as the V5—made another appearance in Death Valley, showing a bit more of its face beneath its heavy camouflage. The large twin-kidney design seems to be inspired by the new 7-series, while the inspiration for the rest of the body is a complete mystery. The genre-bending BMW has in mind is apparent by the stance and overall shape, but our first-hand impression leaves us very curious how the styling will register once the awkward camouflage comes off. We admit to being puzzled by its looks and packaging, and more than a little intrigued as to how (if?) BMW stylings can actually pull off a compelling, salable design.

"Progressive Activity vehicle?" When will they just give up and call it a dang wagon. Cadillac seems to have the balls to do it.

Last year at Detroit, in addition to the Cadillac CTS Coupe concept, GM debuted the new production CTS-V sedan, which will go on sale before the end of the year. Given that, as well as what we've heard from our sources, it's highly likely we'll see the CTS-V Coupe get its sheet whipped off at Cobo Hall in January.

We expect power to come from the same supercharged LSA as the new Cadillac CTS-V sedan, pumping out 556 HP and transferring 551 lb-ft of torque to the wheels through a Tremec TR-6060 6-speed manual or an optional paddle-shifting 6-speed automatic. Expectations are for the 0-to-60 and quarter mile times to be slightly faster than the V sedan due to a lower mass and better aerodynamics.

As with the V sedan, the Coupe will carry the same Magnetic Ride Control suspension to help it set blistering lap records at your favorite track. Stopping power is provided by Brembo in the form of six piston calipers in the front with a four piston setup in the rear and rolling hardware comes in the form of 19-inch wheels wrapped with Michelin Pilot Sport 2 summer tires.

When the CTS-V Coupe rolls off the Lansing Grand River Plant next year expect to snatch one up from your local Cadillac dealer for somewhere around $60,000. That is, if you can get one for MSRP. M3, RS4 and C63 drivers beware.

Some say he has a tattoo of a Saleen S7 on his rear end. Others tell us he was born with a penchant for oil rather than his mum's milk. All we know is he's called the Auto Insider and he's always ready to provide the scoop from the other side of Eight Mile.

The Crisis Of Confidence feel of the last mid-70s Chrysler promotional slide seems to have struck a nerve, so today we're going to look at Chrysler's 1974 answer to high gasoline prices: the 318 V8 Engine! Put one of these in your Monaco and enjoy the penny-pinching feeling of 14 MPG highway!

We met up with Patrick Hespen from SVT communications, who guided us through the rows of workbenches stacked high with engine parts from every imaginable engine product. Deep in the back was a set of parts which, when fully assembled, would form a production-intent twin-turbocharged, 340 HP, 340 lb-ft Ford EcoBoost engine. You know, the one they're touting as a V6 which delivers the power of a V8.

The beauty of the EcoBoost system is that it takes relatively few changes to go from a standard 3.5-liter V6 to a fire-breathing, twin-turbo monster developing peak torque at 1500 RPM. What it all boils down to is the combination of direct injection and two turbos. Those two main updates drive the smaller, but smartly executed, changes around them.

So, let's follow the fuel through the engine: The first difference the gas sees is the addition of a mechanically actuated, high-pressure fuel pump. The pump rides on top of the drivers' side cylinder bank and gets its motive power from a four-sided cam lobe, brilliantly added to the intake cam. The fuel then passes into a high-pressure (like 3000 PSI high) stainless-steel common fuel rail to which is mounted three injectors, one assembly per side. The injectors are mounted to the underside of the cylinder head and poke into the distal edge of the compression chamber.

Since the system direct-injects fuel into the chamber, games can be played with the actual flow of the spray. For instance, on start up, when the engine is cold and the catalysts aren't functioning, the engine injects a half-shot of fuel into chamber on the downward stroke of the intake cycle, then, as the piston comes back for ignition, a second half-shot is fired at the piston head. Notice the shape of top of the piston (sans the CNC'd EcoBoost logo): The little trough is designed specifically to ramp that secondary spray at the spark plug — the result is a locally rich mixture good for ignition, but a globally lean mixture, great for making heat fast.

As the spent fuel leaves the combustion chamber, it meets another innovative feature: a stainless steel, stamped and welded two-walled exhaust manifold. The manifold is much lighter than its cast counterparts, but more importantly, its insulative properties keep the exhaust hotter, transferring more energy directly to the turbo. Speaking of the turbo, surprisingly, when we get to the turbo we find nothing notably exciting. The impeller side of turbo itself is made of a high-nickel-content alloy good for an operating temperature up to 1750 degrees Fahrenheit. The compressor side, while rated up to 220,000 rpm maximum speed, isn't really all that different than the one found on every other turbo on the market.

Since the gas is spent, we're going to hop onto the intake air side now. That air gets compressed by the two turbos we just met, and then joins in a common tube. That tube has an electronic boost controller which dumps excess pressure electronically, instead of the "Fast and Furious" approved vacuum-driven blow-off valve. The air then makes it's way into an air-to-air intercooler, and the cooled air heads off to an all-new intake manifold, optimized for compact packaging and easy assembly. An interesting feature is the integration of the coolant pipe which runs under the whole length of the intake; it attaches at the rear to the coolant line in the valley and locates the thermostat and outlet for the heater core out of the way. Anyway, that air gets directed straight into the cylinders by valves enhanced with Inconel alloy for greater strength.

Because we're engine geeks, there are myriad little details and upgrades we could go on about, like the addition of piston head oil sprayers, used to keep the piston head cool by hitting the bottom side with oil, and how they're brilliantly integrated into the crankshaft bearing oil pocket. Or the million miles of durability testing the engine has already undergone. Or the crazy ability to retard the timing up to 20 degrees...but we won't. We're happy to sit back and let the pictures do the rest of the talking, eagerly awaiting the day we get to put that bonkers power curve to the test.

Orders for the Interceptor SX are being taken now, and the buying price ain't for the faint of heart — £145,000, or right about $266,000 at today's exchange rate. As heart-stopping as that price is, you have to ask yourself: How many orders of magnitude more cool is this than your garden variety Bentley or Lamborghini? Our answer — many. [InnovativeCars]

Erik Berkman, president of Honda Performance Development, said:

"(the debate) is over four (cylinders) or six... But both of them include turbos,” Barnhart said... One of them includes twin turbos."

We're assuming that means the decision is between either a twin-turbo four-banger or a single-turbo V6. But who knows? Maybe they're considering a twin-turbo V6. Allegedly, the reason for all the change is to stay relevant with fans and to increase fuel economy. We think Honda is just fishing for some competition. [GreenCarCongress]

Given the choice, we'd much rather have an Enzo's V12, but the 360's V8 would still be great fun to play with. We bet there's a way to mount it in the middle of an Alfa Romeo Brera. Perhaps hanging out the back of a Fiat 500? Or you could just do like the current owner and have it on display on the second floor of your home.
[ebay via Autofiends]

Jalopnik Snap Judgment: When we speculated on the success of the Pontiac G8 ST with only a big honkin' 361 HP V8, we wondered aloud if a V6 option might not make a lot of sense. Given the disintegration of the full size truck market, and a largely unserved compact truck market, a 3.6-liter V6-powered El Camino G8 ST could be a huge success. Is it wrong that we're almost more excited about a well designed V6 in the truck-car than the tire melting power of a V8? Note we said "almost."

[More details at CorvetteBlogger]

Well, despite the name Evolution coming from the interwebosphere, this may be nothing more than an example of the name getting a little bit lost in translation as we're also hearing this mid-range GT-R may go by the more historically appropriate name of "S-Tune."

This middle-of-the-road model may even see an unveil as early as this August 20th to coincide with the launch of the new line of NISMO goodies available as upgrades for standard GT-R owners. Expect new wheels, exhaust system, stiffer suspension, some aero add-ons, and a reprogrammed ECU. Just reading that list probably makes us want to go play Gran Tursimo. Needless to say, this new GT-R S-Tune sounds like a pretty good substitute while we all wait for the full on Mecha-Godzilla GT-R Spec-V. [leblogauto, via TMR]

Jalopnik Snap Judgment: With 5-Series underpinnings, both RWD and AWD versions are possible. We just hope more emphasis will be put on practicality than pseudo off-road capability (think Mercedes R-Class more than BMW X6). Despite the extra interior space, the V5 will likely be just another Euro-snob barge for people that should really just buy (dare we say it) a minivan.
[Autogespot via CarScoop]

2009 Brings New Look and Luxurious Features to Fleetwood's Popular Southwind Class A Gas Motor Home

RIVERSIDE, Calif., July 31 /PRNewswire-FirstCall/ — Fleetwood Enterprises' RV Group, a leading producer of recreational vehicles, announced the release of its 2009 Southwind Class A gas motor home, which was unveiled to consumers during FMCA's summer rally in St. Paul, Minn. last week.

2009 marks a lifecycle change for Southwind that includes new contemporary front and rear cap designs, one-piece windshield, and automotive dashboard with iPod docking station.

"The 2009 Southwind has a whole new look — both inside and out — designed to appeal to RVers looking for a more luxurious gas motor home," said Paul Eskritt, President of Fleetwood's RV Group. "In St. Paul, customers and dealers openly expressed their enthusiasm about the modern interior decor, wealth of amenities and the overall style of Southwind, so we are excited to see how it does in the marketplace."

Interior highlights on the 2009 Southwind include power front privacy shade and curtains, color rear-vision system with optional side-view cameras, new cabinet and drawer hardware styling, overhead and bedroom LCD TVs, and home theater system.

Exterior highlights include hydraulic leveling system by Power Gear(R), 30"-wide entry door, side-swing luggage doors in most basement locations, and beautiful DuPont(R) full-body paint.

This fall, the 2009 Southwind offering will expand to include a new curb-side, full-wall-slide floor plan (35J). This beautiful model features a 32" mid-ship LCD TV; 26" LCD TV in the bedroom, a spacious dressing area; large walk-thru bath; and optional 12-foot, u-shaped, mega-lounge/dinette.

For more information about the 2009 Southwind, or any Fleetwood RV products, please call 1-800-322-8216 or visit http://www.fleetwoodrv.com/.

[Source: PRNewswire]

If this rumor proves true, it finalizes the last piece of the engine puzzle we got a peek at with the Audi engine plan leak a while ago. Hopefully when Audi waves its wand over this version of the V8, they'll fix its thirst; then it would be truly perfect. [Fourtitude via Autofiends]

Rumors peg the Nurburgring lap time at a scarcely comprehendable 7:25. That's epically quick, and clearly requires some sacrifice in interior appointments. In order to drop the weight, Nissan ditched the GT-R's rear seats, bringing the car down to a still-portly 3,615 lb. The maximum power output of 520 HP is now achieved at 6,500 RPM, while the 440 ft-lb of torque peaks all the way from 3,200-5,200 RPM. In the best Q-ship fashion, the Spec-V looks near identical to the regular GT-R and will allegedly set you back around $130,000, nearly double the GT-R's $69,850 price tag.

It'll be interesting to see how the 2010 Acura NSX and 2011 Lexus LF-A compare. [Road and Track via Autoblog]

[AutomobileMag]

OK, well, you would be able to listen to it purr if it actually stayed running. But isn't that why we take on projects like this, just to suffer the pain of anticipation? We can't wait 'till he gets it out on the street. Sure it may not be as powerful or reliable as a well-built Ford V8, but who cares? It's a V12!
[Miata.net via VWvortex]

The speculation on power is unconfirmed at this point, but sources are placing the figures at around 590 HP and 430 lb-ft of torque. Considering the original got up to about 290 HP and 240 lb-ft of twist, this represents one hell of an upgrade. Speaking of upgrades, the other rumor we're hearing points to the possibility of some form of special 2009 Acura RL fitted with the same NSX V10. Obviously such a car would bend our fragile little minds to the breaking point and cause droplets of sweat-like dew to form on every other performance sedan's hood. Although this'll certainly help potential RL buyers interested in performance, unless it comes to market with a less-toothy grille, it won't do much for those looking for something better to look at. [7Tune.com]

We're told G419's source is pretty good, and since we'd heard something about Ford's strategy when it comes to these new engines from a reliable source. Mostly because we think we know who their source is — and since if he's who we think he is, he knows something about the high-performance side of Ford. One thing we're hoping is that this won't nix our desires to see the EcoBoost V6 under the hood. Because if there's one thing we like more than more power, it's not having to pay an arm and a leg at the gas pump for it. [via Garage419]

Silly foreigners, calling an Acura a Honda. [auto motor und sport via Youtube via WCF]

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

Also Consider:
• Volkswagen GTI
• Honda Civic SI
• Mazdaspeed3
• Subraru WRX
• Chevy Cobalt SS
• Dodge Caliber SRT-4
• Nissan Sentra SE-R, if you don't think the LSD, larger brakes, red seatbelts, 23 extra horses and stiffer chassis Spec V brings are worth $500.

Vitals:
• Manufacturer: Nissan
• Model year: 2008
• Base Price: $20,470
• Price as Tested: $21,660
• Engine type: 2.5-Liter NA I4
• Horsepower: 200 @ 6,600 RPM
• Torque: 180 @ 5,200 RPM
• Transmission: 6-speed Manual
• Curb Weight: 3,048 lbs
• LxWxH: 180.1" x 70.5" x 59.1"
• Wheelbase: 105.7"
• Tires: P225/45WR17
• 0 - 60 mph: 6.7 Seconds
• EPA Fuel economy city/highway: 21/29 MPG
• NHTSA crash test rating: *****

Also see:
• 2008 Nissan Sentra SE-R Spec V, Part One
• 2008 Nissan Sentra SE-R Spec V, Part Two

Acceleration: ***
Though the 2.5-liter QR25DE engine doesn't quite relive the turbocharged glory of Nissan's famous SR20DE, it does provide reasonably quick off-the-line performance. Pumping out 200 horsepower and 180 lb-ft of torque, the Sentra achieves a claimed 0-60 mph time of 6.7 seconds, on par with a Cooper S and just ahead of the Civic SI. Also, they fixed the problem that made them burst into flames. Victory!

Braking: ****
The base Sentra still has drum brakes, but the SE-R gets disc brakes at all corners, providing ample stopping while requiring little stomping despite the little sedan's big curb weight of 3,048 pounds. In Spec V trim the massive 12.6" vented front discs bring the party to an end before you have a chance to get your coat.

Ride: ***
Even with the lowered height and sport-tuned shocks there's not the expected rough ride over bumps. It would have been easy for the Nissan engineers to sacrifice a bit of smoothness for improved handling, but they managed to achieve both. While lacking the staccato nature of other cars in this class, I wouldn't perform a bris in the backseat or anything.

Handling: ***
The "V" in Spec V is, presumably, the same as the V in GT-R V Spec, which stands for victory. And given the stiff suspension it isn't unreasonable to believe it could claim victory... against any base model economy car out there. All the 'ring tuning in the world can't change the fact that the Sentra platform puts a priority on space, meaning it requires a bit of effort to fight the laws of physics.

Gearbox: ***
The shifter sits up high on the dash, within easy reach for anyone not sitting on the floor of the car (though drivers that do sit low may have to contend with an awkward angle). Shifts are quick and clutch action is pretty easy. Gear selection is a bit vague, especially when downshifting diagonally from sixth to fourth. Though a bit buzzy, sixth gear still helps the SE-R achieve a respectable 31 mpg highway.

Audio: **
The 340-watt Rockford Fosgate, eight-speaker system has a large display, robust sound and the crucial auxiliary port. This should be a knockout. But they put said port in the dead center of the dash RIGHT ABOVE THE DAMN SHIFTER. If your friend wants to drop that hot new remix from their iPod you're going to have to tell them you'd like to, but you're going to have decline because the choice you have to make is between sweet jamz and shifting gears.

Toys: ***
In addition to the G-meter, the bright orange display will present trip info such as average speed, average fuel economy and trip time. The sunroof isn't really necessary but is large enough to enjoy sunny days. Navigation would have been nice, as well as satellite radio, but HD radio for this class is good enough.

Value: ****
The SE-R Spec V starts at $20,470 with nearly every feature you'd want, including the sport-tuned suspension, 23 horsepower bump over the SE-R and helical limited-slip differential. Though more can be had for a bit more, there's not much that can be had for less. If there's one value complaint I have, it's that it makes the SE-R, at just $600 less, a horrible relative value.

Overall: ***
KRS-One said a real thug is a thug that's hush and the Spec V is pretty hush, certainly even more so in black. Even in its currently ugly state, it's an improvement over the previous generation and, we hope, the sign of better things to come. Performance is on par with cars at the lower end of the sporty-yet-economical segment, but so is the price.

Also see:
• 2008 Nissan Sentra SE-R Spec V, Part One
• 2008 Nissan Sentra SE-R Spec V, Part Three

Stealth is key in Chicago's underground city as I hoped to avoid attention both from the police and those they've pledged to protect me from. Did anyone know Nissan still makes an SE-R version of the Sentra? Did anyone remember they still make a Sentra? Despite the paint, body kit, spoiler and split five-spoke wheels, the SE-R looks like any other econobox.

Another key to survival here is a car quick enough to keep up with your reflexes. Lower Whacker, the main underground pathway, feels like a Driver's Ed video made real. Delivery trucks and commodity traders late for lunch with the mistress randomly dart out of alleys and into the narrow, concrete-edged roadway. The small Sentra, despite its unimpressive origins, handles itself with impressive poise. The speed-sensitive power steering is so quick I had to pause and remind myself what I was driving, right before my brain turned back on and I narrowly avoided one of the many pieces of construction equipment left, as an obstacle, in my path.

I pulled off onto a side street, only to catch a red near one of the underground city's biggest traps: the transient cartographers. Conventioneers staying at any of the area's finer hotels often get lost down in the catacombs, sometimes never to be found again. These homeless men appear to the misplaced orthodontists, emerging from the ether to offer help. At a price. But I was here to expose secrets and they rely on confusion. I was their sworn enemy.

The red light snapped to green and I put pedal to floor, escaping what could have been a trap. The Sentra's normally aspirated fourbanger springs to life with only a minor squeak of the tires, power instantly available from the high compression engine. Unlike the Caliber SRT4 and MS3 there's no hint of torque steer, meaning there's no chance I'll nick a curb as I delve further into the darkness.

With its thick concrete walls, steel girders and a layout similar to the inside of a church organ, this world beneath worlds tends to amplify sounds. This works to my disadvantage as the SE-R Spec V whines with an unpleasant high-pitch buzz as the needle sweeps across the tach, alerting those in the area. There's no need to slow down, though, as the Sentra absorbs the bumps of uneven concrete competently enough for a souped-up econobox.

I finally make it to the lowest levels of Randolph, hoping to find the market. There are mysterious stairwells, unmarked cop cars and parking garage entrances galore. But no market. Unlike its competitors, the SE-R doesn't even offer navigation as an option, so I've got nothing but my wits to help me find this enchanted locate. And my wits fail me.

Maybe the market closed. Maybe it never existed. Maybe those lurking below the pizza joints and coffee shops were alerted to the presence of a nosey surface dweller and concealed it from view. Of course, even if I'd found it I wouldn't be able to haul that much treasure home. The V-brace in the trunk invalidates the possibility of pass-through storage.

And just like my quest, the Sentra SE-R Spec V doesn't quite measure up to expectations. An unexpectedly enjoyable platform with usable power and predictable handling is somehow ruined by its own gimmicks, namely the dyed-red seatbelts and boost-gauge wannabe G-meter stolen from the Z that both look obnoxious in this sedan.

No worry. Unlike some if its overpowered and oversized competitors, the SE-R isn't a chore to drive in urban areas, making the journey equally as fun as anything I was likely to find. Maybe between here and there is truly better than either here or there.

Also See:
• 2008 Nissan Sentra SE-R Spec V, Part Two
• 2008 Nissan Sentra SE-R Spec V, Part Three

Fields claims, by way of PUTC, that

"we've made a significant investment in it (the Boss engine). The program is moving forward but with lower volumes and only one displacement (engine)."

2010 Honda NSX replacement at the Nürburgring Nordschleife from MrBTG on Vimeo. [BridgeToGantry]

Expect it to also gain an X6-style front end with big air intakes and a sculpted hood. There's no word on whether or not Dynamic Performance Control (the technology that really gives the X6 its magic) will trickle down to the X5, but we wouldn't rule it out. The new engine could also bring with it the "is" badge, like the previous generation X5's 4.8is range-topper.

We've driven an X6 equipped with the V8, and while i