pow

Ugh... people don't want a hunky chunky minivan. It's not a G-wagon. I hope Dodge versions don't have the Ram front end (or Chrysler versions with a 300C grille).

Damn, this thread got me researching GreaseCar (straight veggie oil conversion), eBaying for a Golf TDI, and now I have a question... why do diesels have such high resale values? Beat up Golfs with 80K miles are going for $13K+ with 30 bids, and last-gen Passat diesels are going for more $$$ than brand-new 2.0Ts.

Text: http://www.edmunds.com/insideline/do/Drive...rticleId=115128 Video: http://www.edmunds.com/insideline/do/Media...ideoId=20052130 Vehicle Tested: 2007 Cadillac Escalade 4dr SUV AWD (6.2L 8cyl 6A) MSRP of Test Vehicle: $66,110 Price It!! What Works: Superb drivetrain, refined ride and handling characteristics, sharp interior design with simple controls, comfortable seats. What Needs Work: Weak brakes, inconsistent interior materials quality, missing key features, glitchy audio system. Bottom Line: Easily the most refined domestic SUV on the market, but a tough sell over Benz's new GL450. Big box Caddy By Erin Riches Email | Blog Date posted: 05-07-2006 We're driving a 2007 Cadillac Escalade, which means we've enjoyed a week's worth of middle-aged office guys asking us about Nelly, Snoop and other hip-hop artists they'd never listen to with the windows down. Yet they wouldn't even crack a smile when we invited them to suit up in Fubu and take a ride down the Sunset Strip. We should go easier on them. Snoop may set the image for Cadillac's full-size luxury SUV, but according to company officials, it's our office buds who are buying most of them. And what they really want is a big, brash Caddy that's powerful, refined and easy to drive. And for 2007 that's exactly what Cadillac has given them. Boxed in, bored out Just like the Tahoe we tested a few months ago, the '07 Escalade rides on an all-new frame. It's fully boxed and much stiffer than the old one, which allowed Cadillac's engineers to fine-tune the chassis dynamics. They also brought in more sophisticated hardware, including coil-over-shock front suspension, rack and pinion steering and aluminum lower control arms, which Cadillac says reduces unsprung weight by almost 20 pounds. Doesn't sound like much, but with massive 22-inch chrome wheels now available as factory equipment, any savings in this department is a good thing. Overall, the '07 Escalade weighs 130 pounds more than its predecessor, a relatively modest gain when you take into account the new frame and 3.5 inches of additional length, now at 202.5 inches. The wheelbase length is unchanged at 116 inches. To shave weight, GM's powertrain engineers used aluminum to cast the engine's block instead of iron. To deliver the off-the-line shove Escalade buyers crave, they bored last year's overhead-valve, 6.0-liter V8 out to 6.2 liters and added variable valve timing on both its intake and exhaust valves. The results are hardly disappointing, as the small block delivers 403 horsepower at 5,700 rpm and 417 pound-feet of torque at 4,400 rpm. Putting it to the ground A new six-speed automatic transmission makes better use of the V8's fat powerband than last year's four-speed unit, channeling torque to all four wheels on all-wheel-drive Escalades or just the rear wheels on 2WD models. Upshifts are crisp and downshifts are impeccably timed. In addition to a tow-haul mode that optimizes shift points for lugging trailer loads of up to 7,700 pounds, the new transmission has a manual mode. It's a little awkward to work the button on the old-school column shifter, but it's the real deal: No computer's going to upshift for you, even if you find the 5,900-rpm rev limiter. EPA ratings aren't out yet, but Cadillac is estimating 13 mpg city, 19 mpg highway on the AWD Escalade. Our AWD test vehicle averaged 12.5 over a week of testing. Cylinder deactivation technology is coming, says Cadillac, but company officials wouldn't get more specific than "soon." A hybrid version is promised for 2008. Blindsided by a Benz On public roads, our Escalade tester moved out briskly, unruffled by higher altitudes and larger passenger loads. At the test track, though, it took almost a second longer to hit 60 mph than the '07 Mercedes GL450 we tested recently, timing 7.5 seconds to the Benz's 6.7. The Caddy went through the quarter-mile in 15.8 seconds compared to 15.1 for the GL450. The GL makes just 335 hp from a smaller V8 but is 400 pounds lighter. Although the Mercedes can't match the Escalade's gentle roar under full throttle, that's small consolation when you've been sucker-punched by your neighbor's Benz. To make matters worse, the Escalade can't stop anywhere near as short, either. Cadillac has fitted the '07 model with larger rotors and stiffer calipers, and the rear brakes have a dynamic proportioning feature to improve performance during towing. Problem is, you get the same braking system whether your Escalade has the standard 18-inch wheels or the optional 22s, which significantly increase the burden on the brakes. Cadillac says braking distances are unaffected by the weight of the larger wheels, but our Escalade used 144 feet to stop from 60 mph at the track. Not only is that 17 feet longer than the GL's braking distance, it's only one foot shorter than an '03 Escalade. Although we suspect our tester might have performed a little better with a few more miles under its belt (it had just over 300 at the time), a luxury vehicle should always be able to break 140 feet. Our '07 Tahoe also had brand-new brakes and it stopped in 133. On the plus side, pedal feel is greatly improved over the previous-gen Escalade. Handling's so refined Its brakes may have disappointed, but the Escalade's ride and handling did nothing but impress. Ride quality rivals a luxury sedan for smoothness and serenity, as only the most severe ruts remind you there's a solid axle in back. Throw in a few sweeping turns and the Escalade doesn't flinch, thanks to its adaptive Road Sensing Suspension. It's the same thing as Autoride on the Tahoe and consists of electronically controlled shocks that are either "on" or "off," rather than being infinitely adaptable like other setups. Sounds less sophisticated but it controls body roll just as well. In tighter corners, you begin to feel the Cadillac's 5,700 pounds, but it's still easy to control. The steering rack feels like it was yanked from an import-brand SUV. Weighting and precision are excellent. Instrumented testing yielded 0.71g on the skidpad and a 58 mph slalom speed, but the inability to shut off the stability control system prevented us from fully exploiting the Escalade's capabilities. This was also true of the GL450, which performed about the same but wore smaller 18-inch tires. Off pavement, the Escalade's lack of an available low-range transfer case or even a locking center differential is a huge disadvantage. However, we took the Caddy for a romp in wet snow and it tracked fine through the gunk, which is all most buyers will require. More luxury but missed details For the first time, the Escalade's interior isn't completely out of whack with its high asking price. With its tastefully applied faux wood and aluminum trim, double-stitched leather and blue-needled electroluminescent gauges, the Escalade feels like a luxury vehicle. At least up front. There are low-grade plastics in the cargo area where Cadillac evidently thinks no one will look. An AWD Escalade starts at $57,280, a sum that gets you leather, a 5.1 Bose sound system, heated first- and second-row seats, full-length side curtain airbags and numerous power-operated accessories, including the liftgate. Our fully optioned tester was also equipped with an entertainment system, a navigation system, a rear camera, cooled front seats and a heated steering wheel for a total of $66,110. Even with all these electronics on board, the '07 Escalade provides a simple control interface. The central touchscreen actually adds to day-to-day functionality rather than compromising it, and getting started with the nav system couldn't be easier. Unfortunately, as you'll read in the stereo evaluation, our test vehicle's Bose audio system had numerous electrical glitches. Adjustable pedals are standard, but the steering wheel doesn't telescope and offers only three tilt settings. Still, most people will be able to find a comfortable driving position, and with audible rear sensors and a camera watching your back, the risk of running over co-workers is greatly reduced. Meanwhile, the risk of having to buy flowers from street vendors is increased by the Caddy's lack of auto-up windows. Ample room unless you're thirsty Adults will also find the second-row hospitality acceptable: Captain's chairs are standard, and although the seat-bottom cushions are a tad short, legroom is ample and the seatbacks recline. Compared to last year, the third row offers a little less legroom but a little more head- and shoulder room. The seat bottom is still too low to the floor to keep adults quiet for longer than half an hour, but it's fine for children. An optional power-fold feature for the second-row chairs is a good idea if you're dealing with passengers who don't understand the concept of fold-and-flip. While there's plenty of room for families of six to get comfortable, road trips are likely to be messy. None of the cupholders can hold anything larger than a regular-size coffee, which doesn't make sense in the land of the Biggie Coke. And there's no storage at all in the second row, even though a console would fit between the seats. Additionally, when you need to clear out the third-row seats to make way for cargo, you still have to muscle them into your garage. That's because the Escalade lacks the independent rear suspension typically required to package fold-flat seating. It does, however, offer a generous 109 cubic feet of capacity, thanks to its lower cargo floor. Roca Wear or Levis These interior fumbles might go unnoticed if the QX56 and Lincoln Navigator were the Escalade's only competition. But with the Mercedes GL450 on the scene and matching the Caddy on price, they're as glaring as those shiny 22s. Same goes for the weak brakes. Even so, the 2007 Cadillac Escalade is easily the most refined domestic SUV on the market. It's satisfyingly quick, reassuringly agile and surprisingly quiet and luxurious. Now we understand why Snoop sees eye to eye with the guys in Accounting.

Well, they need to hurry up before it becomes dated and I get a GTI.

Exactly. A lot of GM cars are very likeable, IMO, but nowhere near good enough to justify buying one with your own money.

Wow, I really, really like it. It's impressive for an itty-bitty company like Lotus.

Beam axle... it's no Focus, but it's still waaaay better than the IONs we're getting.

Now all that's needed is a Mercury Euro Focus.

The CO2 emissions coming out of that thing must equal a million Civic hybrids... It's a good thing the mother and toddler got out, particularly with power sliding doors. I wonder if it came from an aftermarket-wired DVD player or something.

Nah, only select VW dealerships (usually the ones paired with Audi and Porsche) carry and service Phaetons. As far as overspending, it stickered less than comparable S-classes and 7ers. Maybe its biggest problem was the fact that Kim Jong-il rides in one...

Are those the engines we're getting?

Meh... I don't see the stylish as an improvement over the current VUE.

I've had squab once or twice... not too crazy about them, cause there really isn't much meat. I prefer duck. Chicken feet with black bean sauce is actually pretty good...

End of 2007 sucks, but everything sounds good.

It's a good read... RUMBLE SEAT/DAN NEIL Requiem for a heavyweight Volkswagen pulls its fine-tuned Phaeton from the U.S., where performance is important but badge image is everything. Really, it never had a chance. DAN NEIL April 26, 2006 THE sun-scrubbed desert between Los Angeles and Las Vegas scrolls by with an empty whisper, a high-def silent movie panning past double-thick acoustic windows. East of Barstow, the Volkswagen Phaeton W12 is running at speeds best reserved for those with diplomatic immunity, and yet the big dreadnaught — with a 12-cylinder, 444-hp butter churn under the hood — is eerily unstrained, purring along in top gear, levitated on the four-corner air suspension. Scheherazade only wishes she knew such flying carpets. What a machine. Born of a fever dream in 2002, the Phaeton was meant to be, in the words of then-VW Chairman Ferdinand Piech, "the best car in the world." And four years later, the Phaeton still commends itself to the title. Built in VW's "transparent factory" — a glass-walled industrial Oz in Dresden, Germany — the Phaeton is as grand a piece of engineering decadence as you'll find anywhere. Much of the Phaeton's bone and sinew — such as the optional 6.0-liter W-configured 12-banger, four-way adjustable pneumatic suspension, steering, brakes and electronic systems — are shared with its VW Group cousins the Bentley Continental GT and Flying Spur and the Audi A8L W12, supercars all. But it's not the heavy hardware that makes the Phaeton so beguiling. It's the grace notes: The ghostly smooth motorized action of the walnut panels that open and close over the dashboard climate vents; the corporate jet interior, with chrome pin-striping and Italian leather upholstery; the sunroof spoiler that adjusts to prevent high-speed buffeting and wind noise; the dual-magnification vanity mirrors; the 18-way power adjustable driver seat with heating and air-conditioning, massage function, power lumbar support and headrests. This car does everything but make waffles. Not since the analog days of the late '80s Italian cars have so many switches been gathered in one cabin; altogether there are nearly 200 buttons and controls mastering everything from four-zone climate control to power rear sunshade. And now the Phaeton is a phantom. Last year, VW announced it was discontinuing sales of the Phaeton in the North American market (the car is faring reasonably well in other global markets). Initially projected to sell in the range of 10,000 units in the U.S. annually, the Phaeton found only 820 customers in all of 2005. The last few units are making their way to reluctant dealers about now. Success has many fathers; failure has many coroners. And since VW's announcement, car cognoscenti have sagely autopsied the Phaeton. Well, of course it was a flop, goes the conventional wisdom. Who ever heard of a six-figure Volkswagen? Plainly, the American conception of the VW brand — formed in the postwar decades by such lovable, low-rent models as the original Beetle, Rabbit and GTI — could not be stretched to include a premium saloon competing with the likes of Mercedes-Benz, BMW and Audi. Speaking of Audi: One of their executives was fired for criticizing the Phaeton (and by extension, Piech) after he said the biggest problem with the car is that you have to go to grotty VW dealerships to buy one. (Note also that the Phaeton was a direct competitor to Audi's own A8L. Talk about friendly fire.) The Phaeton has been derided as "Piech's folly," the worst example of overreach during his tenure, which — the consensus view holds — saw the company blow billions of euros on exotic brand acquisitions (Lamborghini, Bentley, Bugatti) while the core product lines grew stale and quality and reliability spiraled down. Piech, a brilliant engineer and heir of the Porsche fortune, stepped down as chairman of the management board in 2002, turning over the reins to Bernd Pischetsrieder. Meanwhile, Volkswagen sales in the U.S. have declined by about one-third since 2001 and are only now recovering. And so the Phaeton stands convicted on many counts: the wrong car, at the wrong time, for the wrong reasons, from the wrong company. Yet as the car hurtles splendidly across the desert and into history, the only fault I find is with consumers. The worst thing anyone ever said about the Phaeton is that it was a VW, and if you could have somehow pried the badge from the slatted grille the car would have been a hit. But buyers didn't want a VW starting at $66,700 (the base price of a V8 model) because it didn't reward people with the caffeinated buzz of envy and prestige. So it was purely badge snobbery that sank the car. I am amazed when people cite this as if this were an altogether predictable, even commendable feature of American consumerism. My reading of the Phaeton was that it was a car for the American haute bourgeoisie, buyers who had come up through the ranks of the economy and were sentimental about their cheap old VWs. It was the "people's car" after the people made good. To the extent that any car is a metaphorical expression of the purchaser's worldview, the Phaeton implied an owner who, though wealthy, retained a measure of populism. The demise of the Phaeton says something, and something not good, about Americans' pretensions of a classless society. We just don't do stealth wealth. I'm also not sure about the overreach argument. Was there overlap between the Phaeton and the A8L? On paper, perhaps, but the gestalt of the cars was very different. And why, if Mercedes-Benz can sell cars from $20,000 (the A-Class, sold in Europe and the rest of the world) to $450,000, couldn't VW extend toward the luxury market with a halo car? Chevrolet sells a $60,000 Corvette. Toyota sells a $50,000 SUV. Ford sells a $150,000 mid-engine sports car. Was an overachieving luxury sedan from VW really so unthinkable? As much as anything the Phaeton was torpedoed by the devaluation of the dollar in the early years of this decade. What was conceived as a $50,000 luxury car — well within the imaginable limits of the VW brand — quickly became a car costing tens of thousands more. The Phaeton and to a certain extent Piech's reputation were victims of 9/11. As for slumming at VW dealerships, I suppose this makes some kind of sense, though I think it's an objection based on the sense of prerogative and entitlement of luxury car buyers. What, they're too good to sit in the waiting room with everybody else? I don't exactly mourn any 2 1/2 -ton car that gets 15 miles per gallon. But if the Phaeton was a miscalculation, it was a grand and ambitious one, and so unlike the tepid half measures of other companies (the Pontiac GTO comes to mind). The fact is the Phaeton was for a time better than the relevant models from Mercedes (S600) and BMW (750Li), and thousands cheaper too. It's hard to drive the car now — to sit in its leather-perfumed cabin, to feel its watch-work balance and synchrony — and declare it anything but a success. The Phaeton will make another kind of history, as the best used car value ever. Low-mileage V8 models are selling for under $50,000. You would be hard-pressed to find any car for that money with half so many amenities, so many finely curried surfaces, so many strokes of technological lightning, so much will and passion distilled into steel and aluminum. I'm sorry to see it go. http://www.latimes.com/classified/automoti...-autos-highway1

Same... my Bio AP is tomorrow, and I can't get myself to study. It's too late, I guess?

"9 User(s) are reading this topic (8 Guests and 0 Anonymous Users)" That's a lotta guests... Back to the Malibu, since it's already so blocky, how about grafting a Tahoe front end and side panels? IDK, I think the Malibu can look nice, in a clean, minimalistic, blocky sort of way...

Yeah, Phillip-Morris, BP... At least GM's isn't as blatant, I hope.

That doesn't mean much... We have two neighbors who work for Nissan, and one of them brought home a Versa. The interior quality isn't bad, but it certainly isn't impressive. The Yaris and Fit comparisons are a bit misleading, as this is Golf-sized.

It's some 400 lbs heavier than the Fit. In a C&D comparison, the Fit accelerated quicker to sixty than the Versa.

No, but would you rather have them not "cast the company in a postive light in the face of bad news"? It's not like ads for the Lucerne or Suburban don't exist; this corporate ad is just supplementary.

Exactly... isn't this a good thing?

I wouldn't worry too much; the number of distinctly American cars will only increase... CTS, STS, XLR, DTS, SRX, HHR, PT, 300C, Magnum, Charger, Fusion, Zephyr, Mustang, Camaro, GTO, Corvette, Viper, GT, and so on. The cars that should be "globalized" aren't very American to begin with, and who says it only goes one way? Cadillacs and Chryslers are being sold outside NA.

A4 platform - Beetle, Golf IV, (Octavia) A5 platform - Rabbit (Golf V), Jetta, Passat, TT, A3, (Toledo, Altea, Leon) B7 platform - A4 (longitudinal engine) C6 platform - A6 D3 platform - A8, Phaeton

Yep; that's why they'll never be as good as BMW. Caddy should keep Sigma to itself. Edit: Well, not "yep"... there's quite a lot more than 3, when you factor in the A6, A8, etc.