Lexus ES350-All-new, more powerful, more luxurious than before

The Lexus ES is all-new for 2007. Boasting a new 3.5-liter engine, the 2007 Lexus ES 350 is more powerful than last year's ES 330. In fact, the Lexus ES with this new engine is now a serious performer. We were impressed with it and found it quick and responsive. Lexus says it can accelerate from 0 to 60 mph in 6.8 seconds, a solid performance from its 272-horsepower engine. Likewise, the steering and handling are much more responsive than with last year's model.

Still, the Lexus ES is a luxury sedan that celebrates smoothness, quietude and sophistication. It doesn't suffer the hard ride of a sports sedan. You can safely sip a cappuccino on the way to work. The ride is smooth, the engine is smooth, the transmission operation is flawless, and everything is quiet.

The Lexus ES has come a long way. When Toyota launched its Lexus brand of luxury cars in 1989, its entry-level car was the ES 250, a thinly disguised Camry chassis and powertrain with an upgraded body and interior. This car's role was to give the new dealers some sales volume to help support the big LS 400. With each of the succeeding four generations of ES, the car has better met the needs of the upper end of the entry-luxury segment, with more room, more space, more power and more standard equipment. And more safety features. The all-new 2007 ES 350 makes the greatest single leap in ES history.

The ES uses front-wheel drive, while the Lexus IS models are rear-wheel drive. In short, the ES is designed more for luxury and a smooth, comfortable ride, while the IS models are designed more for performance and handling.

The ES 350 will compete with the Mercedes-Benz C-Class, BMW 3 Series, Infiniti G35 and M35, Audi A6, Saab 9-3, Volvo S60 and a host of domestics in this popular class. Pricing for the 2007 ES 350 was not available at press time.

Line Up

The 2007 Lexus ES 350 comes as one model, but the buyer can opt for a huge range of equipment by selecting Premium, Premium Plus, Ultra Luxury, Pre-Collision, and Adaptive Cruise options packages. Freestanding options include park assist, a power rear sunshade, heated and ventilated front seats, a full-size spare tire, a wood and leather trim package, and DVD navigation with backup camera.

Optional equipment includes a navigation system, satellite radio (XM or Sirius), a 14-speaker Mark Levinson stereo system, Bluetooth wireless capability for cellphones, a panoramic glass roof, and radar-adaptive cruise control.

Safety features that come standard on the ES 350 include dual front airbags, a knee airbag, side-impact airbags (for torso protection), curtain airbags (for head protection), electronic stability control, traction control, antilock brakes (ABS), electronic brake-force distribution (EBD), and a tire-pressure monitor system. A new two-chamber passenger airbag is designed to stop your passenger's upper body and torso with minimal facial contact and neck stress on deployment.

The Pre-Collision package includes a radar-based cruise control system that automatically maintains a preset distance between the ES 350 and the car ahead. If the system senses an imminent collision, it retracts all the outboard seatbelts and triggers full panic-braking power at the pedal (but it doesn't close the windows and the sunroof like the Mercedes-Benz system).

Walkaround

The 2007 ES 350 featires the Lexus L-Finesse design scheme used on three concept cars and the GS and IS sedans, with everything emanating from the grille and flowing back over the car in hard lines. The new look brings a new level of slickness, only 0.28 coefficient of drag in the wind tunnel, making the ES 350 inherently quieter and more fuel-efficient than before.

The first thing that impressed us was the new look and more generous physical size of the car. The grille has been subdued, the headlamp units have been made smaller and less obtrusive, and the accent line along the side has been raised to yield more musculature under the skin. Now this car looks like it belongs in a Lexus showroom.

The new ES 350 was consciously upsized, to about where the original LS 400 flagship car was when it was introduced. The wheelbase is more than two inches longer at 109.25 inches, the body is wider by 0.4 inches, the track is wider by 1.2 inches, and the body has crisper, shorter overhangs along with a new front, side and rear appearance that's much more luxurious looking than any previous ES.

About the only exterior customizing you can do other than paint and wheels is a choice of lighting, from standard projector beam to optional high-intensity discharge headlamps to optional adaptive lighting, the latter of which swings the headlamps through an arc of up to 15 degrees when turning. There are 10 colors to choose from.

The ES 350 is about 110 pounds heavier than the ES 330 due to the addition of more safety features and standard equipment built into the price.

Interior

If there is any part of this car that could be called a quantum leap, it's the interior, which is much more together, more modern, and more fully equipped than any previous Lexus ES interior.

It starts with the standard SmartAccess key fob and push-button engine starting, a first for the ES, and goes from there. The instrument panel and center stack are completely new and much more driver-centered, engaging and involving that previous panels. The main instruments are deeply tunneled, using white LED lighting and the Optitron electroluminescent displays that are part of all Lexus models, with their eye-pleasing startup routine. The standard trip computer monitors a dozen functions. All of the real wood trim is from a matched set that is serial-numbered for future replacement, if necessary. The thick, fat steering wheel is a pleasure to use.

There's more space overall, within a few cubic feet of the original LS 400 V8 rear-drive sedan at 95.4 cubic feet, with more shoulder and leg room built in, and the rear floor is flat and can accommodate large American feet under the seats. There are three interiors to choose from in leather, perforated leather, or cloth, plus optional semi-aniline leather.

The new ES is insulated well. At cruising speeds, it's extremely quiet, in part due to a new acoustic-control laminated windshield.

The driving ambience is superb, with good sightlines, the hooded instruments and crisp graphics, a 10-way power seat and standard tilt/telescope steering wheel. Fit and finish inside are exemplary.

Lexus IS350- New packages enhance performance

The Lexus IS 250 and IS 350 sport sedans are quick, responsive and fun to drive. Designed to compete with BMW 3 Series sedans, the Lexus IS models are built on rear-wheel-drive chassis tuned for sporty handling. They stick in corners and stop with authority, aided by high-performance brakes and tires.

The IS 350 is propelled with authority as well, benefitting from a 306-hp V6. These are enjoyable and easy cars to drive. The IS 350's VDIM electronic stability control steps in very early to keep the driver out of trouble. The IS 250 AWD model's all-wheel drive makes it a good sports sedan for the Snow Belt. The automatic transmissions are responsive and feature paddle shifters for semi-manual control.

All of them look sporty, with bulging muscles and a purposeful stance. All come loaded with features and are trimmed well, with leather upholstery. A full complement of passive and active safety features comes standard.

New for 2007 is the X-Package, which combines a sports suspension and 18-inch alloy wheels with a bold front spoiler, sport pedals, and illuminated door scuff plates. Also, the electronic stability programs can be disabled by turning off the traction control. Lexus says this might be useful when trying to extricate the car from snow, and in other situations as well.

Line Up

The Lexus IS 250 ($30,255) is powered by a 2.5-liter V6, which sends 204 horsepower to the rear wheels through a six-speed manual transmission. The IS 250 is also available with a six-speed automatic with Formula 1 inspired paddle-shifters.

The IS 250 AWD ($34,285) comes with the automatic transmission and all-wheel drive.

The IS 350 ($35,705) powered by a 306-hp, 3.5-liter V6 with the six-speed automatic. More sophisticated braking and electronic stability systems augment its additional performance.

Leather is standard; the IS 250 AWD comes with special perforated leather and Bird?s eye maple accents. Standard features: dual-zone climate control; SmartAccess keyless entry with pushbutton engine start; and a 194-watt, 13-speaker stereo with a six-disc in-dash CD changer. The audio system features digital signal processing, an electronic crossover network and built-in theft deterrence. It's satellite-ready and includes an audio input jack that accepts external audio sources such as iPod, Walkman, etc.

Standard exterior items are fog lamps, projector beam headlamps, puddle lamps on the underside of the outside rearview mirrors (which are also heated), dual polished stainless steel exhaust pipes, infrared and ultraviolet reducing glass on all the windows, and a color-coordinated front air dam. Also standard are 17-inch aluminum five-spoke wheels fitted with low-profile high-performance radials. The IS 250 AWD comes with all-season 225/45VR17s at all four corners. The IS 250 and IS 350 come standard with all-season 225/45VR17 tires in front and wider 245/45VR17s in the rear, a staggered setup to increase grip under acceleration. Optional 18-inch wheels are available for the rear-drive models only, fitted with summer-only 225/40YR18 tires in front and 255/40YR18s in the rear.

Options include the AWD model's perforated leather trim, wood accents, and heated/ventilated seats. The Luxury Plus Package adds outside mirrors with electrochromic, memory and reverse tilt-down, illuminated scuff plates, a power rear sunshade, memory seats, HID headlamps with AFS (they steer with the front wheels), rain-sensing wipers, and a power tilt/telescope steering wheel with memory. The Sport Package ($2956) adds a sport suspension, 18-inch wheels, sport pedals, and metal scuff plates.

The navigation system ($2168) includes voice activation, a rear backup camera (a great safety feature), and Bluetooth wireless technology; buy it with or without the Mark Levinson audio, which employs advanced discrete amplifier technology with 300 watts, and 7.1 channel speaker architecture. The Pre-Collision System ($2280) with Dynamic Radar Cruise Control is optional.

Safety features for all IS models include driver and front-passenger knee airbags. The brakes are large and effective four-wheel discs, clamped at the front by aluminum four-piston calipers. Augmenting the big brakes are ABS, Electronic Brake-force Distribution, and Brake Assist. Vehicle Stability Control and traction control (TRAC) come with every IS 250, while the IS 350 gets TRAC as well as a more sophisticated stability program Lexus calls Vehicle Dynamics Integrated Management (VDIM).

Walkaround

The Lexus IS sport sedans look sporty, with a purposeful stance. The nose presents the fierce glare of a car that wants to be first in line. The steeply angled hood, made of weight-saving aluminum, is framed by the determined glower of projector beam headlamps and a deep front spoiler and large intake. It's unmistakably Lexus but visually fresh.

The IS slips through the air with quiet stability. In addition to the distinct aerodynamic wedge of the overall shape, a number of small details contribute to the exceptional coefficient of drag (0.28). A front underbody structure creates downforce between the front wheels, a small air kicker integrated in the taillamps helps separate turbulence from the rear corners and reduces drag, and a small trunklid spoiler increases rear downforce.

Interior

Lush with creature comfort, trimmed with upscale materials, and crackling with electronic wizardry, the interior environment of the IS sport sedans is pure Lexus. But the cabin is more sports car than family sedan.

A prominent central console clearly establishes the driver and front-passenger zones. The controls wrap around the driver with every gauge and switch within easy scrutiny or close reach. The Optitron gauges are large and easy to read, and their light-saber indicator needles and dynamic redline indication are cool modern. The keyless entry and pushbutton ignition is handy.

Leather upholstery comes standard on the IS 250 and IS 350 with metallic accents appropriately placed around the cabin. The IS 250 AWD comes with perforated leather trim and beautifully crafted bird's-eye maple accents. Each piece is hewn from a single chunk of wood to ensure a perfect match from panel to panel.

The heated and ventilated front seats are a must-have. They come standard on IS 250 AWD and are available on the other models. Once you've tried these seats, there's no going back.

The climate control system features a sophisticated temperature calculation system called Neural-Net, a humidity sensor, a micro dust and pollen filler and, in IS 350, a smog sensor that detects excessive hydrocarbons and automatically reverts to a special recirculation mode until the atmosphere clears.

Lexus GX470-Highly capable off road, with new entertainment features

The Lexus GX 470 is designed for active families with young children, balancing comfort and features with real off-road potential. Underneath, the GX 470 has body-on-frame construction like commercial or military trucks, with a solid rear axle and serious four-wheel drive features such as a locking center differential and dual-speed transfer case. Inside, the GX 470 is roomy, quiet and luxurious, with an optional third-row seat that expands capacity to eight. Its cabin is swathed in leather and bird's-eye maple. An overhead-cam V8 and smooth five-speed automatic transmission provide sufficient power for towing, trail-bashing, or carving corners on a coastal highway.

For 2007, Lexus has focused on the GX 470's information and entertainment options. Its state-of-the-art rear-seat DVD system is enhanced with a 9-inch, wide-format screen. Nearly all the infotainment hardware and software has been improved, for the edification of young and old. The optional navigation system adds voice activation and enhanced display features. An input jack for iPods and other audio devices is now standard, and the optional Mark Levinson Premium Audio now plays DVDs as well as conventional and MP3/WMA-formatted CDs. Everyone, rear-seat passengers and the driver, can watch a flick on one of the screens, including the nav screen, while the GX 470 is parked.

In the GX 470, rugged clearly does not mean outdated, and that goes beyond the entertainment choices. Its full-time four-wheel drive features electronic traction control (A-TRAC) and automatically dispatches torque to the tires with the best grip. An electronic system called Downhill Assist Control (DAC) helps the GX 470 safely negotiate slippery inclines, while Vehicle Stability Control helps steady the GX 470 in slippery turns. Based on the Toyota 4Runner, a Lexus GX 470 is highly capable off road and can go practically anywhere its driver is willing to point it.

Line Up

The 2007 Lexus GX 470 is offered in a single, well-equipped trim level ($46,635). Standard features include leather upholstery, power heated seats, a wood and leather-wrapped steering wheel and shift knob, rain-sensing wipers, automatic dual climate control, HomeLink universal transmitter, an 11-speaker stereo with six-CD changer, rear-seat audio with remote control and headphones, a glass sunroof, illuminated running boards and a 115V AC power outlet in the cargo area.

Power is provided by a 4.7-liter V8, with 263 horsepower and a substantial 323 pound-feet of torque, with a five-speed automatic transmission. The GX 470 has the latest electronic control systems, including four-wheel traction control, Vehicle Stability Control (VSC), a Torsen limited-slip center differential and Adaptive Variable Suspension with adjustable height control. The standard wheels are 17-inch alloys with 265/65SR17 tires.

The optional Kinetic Dynamic Suspension System ($1,750) enhances on-road handling without compromising off-road capability. A Sport Package ($1,800) combines KDSS with smoked front and rear light bezels, a chromed exhaust tip and a dark graphite finish on the 17-inch alloy wheels and roof rack. Inside, dark graphite trim is added to the center console and instrument-panel, and the standard gold-toned wood trim is replaced with black.

The optional navigation system ($3,250) includes a Mark Levinson audio upgrade, Bluetooth wireless technology that links compatible cellular telephones to the GX for hands-free communication, and a reverse-camera system to help spot objects (and children) behind the vehicle.

Other options include a third-row seat with rear air conditioning ($2,030); a rear-seat entertainment system with two headphone sets ($1,650); tow-hitch receiver ($50); tow-hitch receiver with ball mount ($433); and a rear spoiler ($551).

Lexus Link ($900), which comes with a one-year subscription, combines GPS satellite and cellular phone technology to connect the driver to a concierge desk 24 hours a day, 365 days a year. Roadside assistance, stolen vehicle tracking and remote door unlocking are among the services provided. The system automatically dispatches emergency services if you press a panic button or if the airbags are deployed and you fail to respond to the operator's call.

Safety features that come standard include advanced front airbags, side-impact airbags for the front seats (for torso protection in a side impact), and side-curtain airbags (for head protection in a side impact or rollover). Three-point seatbelts are provided for each seating position, and the front belts are equipped with pretensioners and force limiters to help minimize seatbelt-related injuries. A tire pressure monitoring system also comes standard.

Walkaround

The 2007 Lexus GX 470 looks big and brawny. It doesn't seem excessively long on the outside, but it does look tall, especially from the rear, in part because of the vertically oriented tail lamps and other design cues. From the rear it almost looks tippy, which is unfortunate because it's anything but.

The GX 470 shares its basic five-door body shell with the Toyota 4Runner. Unique rear quarters give the Lexus a different visual personality, however. It looks cleaner and more contemporary, a bit more like a tall station wagon compared to the carefully calculated rugged-truck look of the 4Runner. Unique grilles and bumpers distinguish the two vehicles and give them their respective Lexus and Toyota identities, but a more careful examination reveals that they are more alike than different.

Details add visual richness to the GX 470. These include its peaky hood and grille combination, along with its nicely integrated body-colored bumpers, fender flares and side moldings. Massive headlamps and those complex, high-mounted tail lamps define its corners.

Interior

The Lexus GX 470 interior is trimmed in rich leather and bird's-eye maple. It's roomy and well finished, with large, comfortable seats and lots of elbow room. The materials are excellent. Tall side windows afford a good view out, making the cabin seem airy.

In this sport-utility vehicle, everything seems to be where it's supposed to be, and everything is clearly labeled. All of the gauges and instruments are large and easy to read, with simple graphics shared by other Lexus products. Switches and controls are large, straightforward, elegantly designed and easy to operate.

The navigation system has been upgraded for 2007. This is the fifth-generation Lexus system, and it includes voice recognition that allows the driver to enter a destination by voice command. The screen now features a high-resolution, 800x480-pixel display in 32,000 colors. Maps and roads are shown with 3-D shadow effects, and the system can even display graphic representations of buildings in selected cities. System functions include multiple route calculation, route preview, simplified highway-junction graphics and a dual-map screen option. Spanish has been added to English and French text-display choices.

The 2007 navigation system integrates Bluetooth wireless technology. When using a compatible phone, Bluetooth allows the driver to transfer phone books to the nav system and make calls through its touch-screen panel or voice commands.

The backup camera displays what's directly behind the GX 470 on the seven-inch navigation screen when reverse is engaged. Beyond helping the driver to avoid backing over obstacles, such as a tricycle left in the driveway, it's also useful when parking in tight spaces.

The standard audio system now includes an auxiliary input jack. The Mark Levinson audio option turns the GX 470 into a concert hall on wheels, with 14 speakers and 240 watts of power. The Panasonic rear-seat entertainment system ranked highest in overall customer satisfaction in a 2005 J.D. Power and Associates study, and it's been upgraded for 2007 with a nine-inch, wide-screen display. The high-resolution screen lowers from the headliner. Front-seat passengers can also watch a DVD with the Mark Levinson audio system, but only when the vehicle is in Park. The video plays on the navigation screen.

The GX is a space-efficient vehicle. The second row bench seat is roomy, comfortable and easy to get into. It splits 60/40 for versatility and folds flat. A family of four with a big dog will feel right at home.

Order the optional third row and the GX 470 can seat eight, sort of. The third row is suitable for children, but it's nearly hopeless for adults. On the positive side, the rear air conditioning included with the third seat allows separate temperature adjustment for third-row kiddies and dogs.

Split 50/50, the third-row seat can be folded up out of the way or removed and stored. What starts as a 13 cubic-foot cargo bay can be expanded in steps to more than 77 cubic feet by folding or removing the lightweight rear seats and then folding the second row as well. At one time we would have said that this is not a lot of cargo space for a mid-size SUV. Now that some leaders in the field have sacrificed efficiency for style, however, the GX 470 doesn't look so bad by comparison. The Mercedes-Benz M-Class offers only 72.4 cubic feet, almost 10 feet less than the previous generation, BMW X5's offers just 62 cubic feet. Unfortunately, the GX 470's cargo door still opens from the left side. It might be great in right-hand-drive Japan, but it's awkward in the U.S., forcing you to walk around it when unloading curbside at the airport.

Honda Odyssey - Well designed, enjoyable to drive.

The Honda Odyssey might be the best minivan on the market. It's certainly one of the most enjoyable to drive, and it lives up to Honda's reputation for refinement, convenient features and great fit and finish. Its flexible seating system can accommodate up to eight passengers.

All Odyssey models are powered by a 244-horsepower V6 engine with a five-speed automatic transmission. Four trim levels make it affordable to a wider group of buyers, yet all deliver car-like ride and handling and a comprehensive set of safety features, including electronic stability control and side curtain airbags for head protection.

In its third year of production, the current generation Odyssey still seems fresh. The base LX starts at about $26,000 and includes most of the features that make family travel easier. The line-topping Touring has as many bells and whistles as a good luxury sedan.

Odyssey's range of models has some drawbacks, to be sure. Certain desirable features such as the navigation system or fuel-saving Variable Cylinder Management are included only on the higher-priced models and not available as stand-alone options. With the Odyssey Touring approaching $40,000 out the door, it's out of reach for many buyers.

New for 2007: Honda's Tire Pressure Monitoring System is now standard on all Odyssey models. The system reports a significant drop in tire pressure with a warning indicator in the instruments and identifies the specific tire. Improvements for 2007 include a telescoping steering wheel and a more convenient coin holder. Otherwise, the Odyssey lineup carries over to 2007 unchanged.

Line Up

The 2007 Honda Odyssey lineup includes four models, each with its own character. All are powered by a 244-hp 3.5-liter V6 with variable valve timing and equipped with a five-speed automatic transmission.

The LX ($25,645) comes with manual sliding doors, manual seat controls and manual air conditioning with an air-filtration system. Power door locks with remote keyless entry, power windows, and 60/40 split fold-down rear seats come standard.

The EX ($28,695) adds power sliding doors, tri-zone climate control, a storable second-row PlusOne seat, in-dash CD changer, steering wheel audio controls, power driver seat controls, alloy wheels and other features.

The EX-L ($31,095) adds leather upholstery, heated front seats, a power moonroof, and the iVTEC engine with Variable Cylinder Management (VCM), which improves fuel economy by de-activating three engine cylinders under certain conditions. The EX-L is available with the DVD rear-seat entertainment system ($32,695), and the navigation system with rearview camera can be added to that ($34,895).

The Touring ($36,895) is what Honda's Acura luxury division would sell if it sold a minivan. It has a slightly stiffer suspension for improved handling and Michelin PAX run-flat tires. It also gets a 350-watt AM/FM/CD6 audio system with seven speakers and a subwoofer, rear Park Assist, power tailgate, eight-way power adjustable driver's seat with lumbar and memory, power-adjustable pedals, second-row bucket seats, removable second-row console, 17 cupholders, compass and outside temperature display, fog lights, auto-dimming mirror, and the DVD rear-seat entertainment system. The Touring comes with the iVTEC engine with VCM. The navigation system is extra ($39,095).

Safety equipment that comes standard on all models includes dual-stage front airbags, front side-impact airbags, curtain-style head protection airbags for all three rows of seats, electronic stability control and anti-lock brakes.

Walkaround

The Honda Odyssey cuts a curvy profile, and its front end looks similar to the Accord sedan. Large headlights flank its big grille. The hood is sculpted with curves that lead naturally back to the windshield and emphasize the big fender flares. Honda has not hidden the sliding door channels at the base of the window but left them partially obscured by a crease that runs the length of the vehicle.

All models come with two sliding doors, manually operated on the LX and electrically operated on all other models. The power windows in each of the side doors can be opened in the same fashion as in a car. The tailgate is electrically operated in the top-of-the-line Touring. The power doors seemed a bit reluctant to operate at times, and less responsive to key fob commands than the sliding doors on the Toyota Sienna.

The Odyssey boasts Honda's Advanced Compatibility Engineering (ACE) body structure. The vehicle's crush zones have been engineered to provide good protection for occupants while minimizing damage in a collision with smaller vehicles and pedestrians. Its body structure is rigid, which contributes to crisp handling and a smooth ride. A low drag coefficient helps improve fuel economy and high-speed stability.

Interior

Inside, the Odyssey is both comfortable and convenient. It feels downright luxurious when ordered with leather trim. The soft materials look good and the metallic-colored trim that runs across the center of the dash is attractive.

New for 2007: The Honda Odyssey is now equipped with a steering wheel that telescopes in addition to tilting. The telescoping wheel adds a welcome element of flexibility in creating a comfortable driving position. There's also a new center pocket coin holder.

The driver's seat is designed to hold the driver firmly and is positioned in a car-like setting. Power-adjustable pedals are available in the Touring model. The shift lever is mounted on the dashboard, and while it looks odd at first, it's easier to use than a column-mounted shifter. A handy drink tray is provided between the front seats, but there's no center console. Two glove boxes are provided, which are more awkward for storage than one big one.

The second-row bucket seats are roomy and comfortable.

The third-row seat splits 60/40 and folds easily into the well provided for it, and the headrests do not need to be removed before folding.

A useful storage area is hidden under the middle of the floor, accessible from both the front and middle-row seats. Originally designed to house the spare tire, Honda engineers moved the spare tire to a location in the rear. Instead of removing the round space under the floor where the spare used to reside, they've turned it into a hidden storage compartment with a rotating compartmentalized bin, like a Lazy Susan. A small panel in the floor between the two front seats lets front passengers access the bin while and another panel is provided in front of the second-row seats. Front and middle-row passengers can turn the Lazy Susan and access whatever is stored inside.

There's room for eight people with the optional PlusOne seat that fits between the two captain's chairs in the second row. If it's not needed as a seat it can be turned into a table or stowed in the floor in place of the Lazy Susan bin. If the PlusOne seat is not being used, the right-hand seat can be slid across to allow easier access to the third-row seats. This flexibility makes the Odyssey a versatile people hauler, and with the seats folded (a fairly easy task) there's more cargo space than in most SUVs.

The optional navigation system is one of the easiest to operate using its on-screen menus and includes Zagat restaurant data. The large eight-inch monitor is positioned high on the dashboard for easy viewing. The system also responds to voice commands, and we found it responds effectively. It's capable of responding to 637 different voice commands and is smart enough to understand different accents and find locations without any need for input other than by voice. Apart from navigation, the system can be used to operate the radio and climate controls. The rearview camera makes parallel parking easier and also functions as a safety feature: By displaying what's behind the car on the navigation screen, it can show the driver unseen hazards such as a small child possibly preventing a tragic accident. We find rearview cameras very useful in crowded shopping center parking lots where people are walking behind the car after we've shifted into Reverse.

The available DVD entertainment system features a large nine-inch widescreen display that folds out of the ceiling for viewing by second-row passengers. The wireless headsets turn on and off automatically as the ear pads are rotated.

Honda Element - Stylish and versatile

The Honda Element was created to be the ultimate in utilitarian chic, and this year it got a little chic-er. The mainstream models that dog lovers and surfers love remain, but the introduction of the chic new Element SC turns this versatile box on wheels into a lowered, carpeted, monochromatic urban cruiser.

As with the other models, the 2007 Honda Element SC can in minutes change roles from a four-seat people mover to a surprisingly big cargo hauler. Likewise, it delivers sedan-style driving dynamics and good fuel economy, at least by SUV standards. However, the SC is not a muddy boot, hose-it-out kind of vehicle, and it's dropped any pretense of all-terrain capability. Clearly, the Element has evolved.

Launched as a 2003 model, the Honda Element was originally aimed at young adventurers who need to haul wet or messy gear within the security of an enclosed cargo area. Its durable, quick-clean interior was a big part of its charm, rather than a strippo-model drawback. Low step-in height made loading mountain bikes or surfboards or big dogs easy, and vinyl flooring made it extra dog-friendly. Dark vinyl fenders and heavy cladding made stone chips or brush scrapes a non-issue. But young surfer boys weren't the only ones attracted to the utility and cuteness of the Honda Element. Other folks saw the benefits of roomy box that got good gas mileage and was easy to park.

The utility benefits mentioned above still apply to the 2007 Element LX, an unadorned base model. And to a considerable extent those benefits still apply to the high-trim EX. Starting with the 2006 models, however, the EX models began rolling out of the factory with painted fenders and cladding, though the bumpers and roof trim remained basic dark vinyl.

Now comes the Element SC, the first model with a fully painted exterior and cloth upholstery. Its suspension is lower and stiffer for improved handling, and it has big 18-inch wheels.

All 2007 models benefit from a major infusion of safety features, including curtain-style head protection airbags for front and rear passengers and Vehicle Stability Assist for improved driver control, making them the benchmark for small utility vehicles. With these upgrades, Honda completes its Safety First marketing initiative, which it claims gives all its vehicles luxury-grade safety features.

A new five-speed automatic transmission for 2007 and a slight increase in horsepower improves throttle response. Despite its utilitarian roots, the Element has always driven more like a car than a truck. Think of a base Honda Civic sedan with softer springs and a higher driving position and you won't be far off. The Element is a fine little automotive appliance. Dressed up as the SC model, it has a little more style.

Line Up

The Honda Element is available in three models. All come with a 2.4-liter four-cylinder engine with a choice of five-speed manual or five-speed automatic transmission ($800). All come standard with front-wheel drive, but the LX and EX models are available with all-wheel drive.

The LX ($18,900) and LX 4WD ($20,300) come with air conditioning with micron filtration, power windows, power door locks, power mirrors, cruise control, an adjustable steering column and a four-speaker AM/FM/CD stereo. This is the only Element that still sports the unique gray vinyl fenders and lower body cladding. For 2007, the LX comes standard with remote keyless entry.

The EX ($20,910) and EX 4WD ($22,310) add aluminum wheels, a passenger-side armrest and a 270-watt, seven speaker AM/FM/CD stereo with subwoofer, XM Satellite Radio hardware and redundant controls on the steering wheel. EX models have fenders and cladding painted to match the rest of the body.

The SC ($22,695) is equipped comparably with the Element EX model, including the upgrade 270-watt stereo.

Safety features include curtain-style head protection airbags for front and rear passengers with rollover sensors, as well as Honda's Vehicle Stability Assist anti-skid electronics and a tire pressure monitoring system. That's in addition to side-impact airbags for front-seat passengers for torso protection and the mandated dual front airbags with dual-stage deployment. Also standard are LATCH child-seat anchors, three-point seat belts for all seats with automatic tensioners on the front seats. Be sure and wear your seat belts because they're your first line of defense in an accident. Anti-lock brakes (ABS) with Brake Assist come standard

New Honda Accord

Honda's strong-selling midsize Accord sedan underwent a massive redesign for 2003 that included more-powerful engines. A five-speed automatic transmission replaced the former four-speed unit, and a V-6-powered coupe with a six-speed manual gearbox joined the lineup.

For 2007, Honda introduces a V-6 Special Edition trim level that includes 17-inch alloy wheels, rear disc brakes, steering wheel audio controls, a six-disc CD changer and an alarm system.

Sedans come in LX and upscale EX trim levels, along with LX V-6 and EX V-6 versions and an LX Special Edition. LX and EX coupes are offered with four-cylinder or V-6 power.

An Accord Hybrid with a gasoline/electric hybrid powertrain went on sale late in 2004 as a 2005 model.

Jaguar XK Coupe

“You delight in the metal strips on the running board section of the after-wing. Running your hand across them discovers a delicacy in polished steel, perfect for muddy boots or brogues. They stand out like expensive fountain pens bejeweling the deep luster of the black paintwork. Each is longer than the last, each pointing to the vertical louvers on the bonnet. Scattered elements made of stainless steel glisten on the bodywork like brooches. The entire car exudes strength, fortitude, an easy gracefulness, British practical design and purpose at its very best as exercised in the 1920s.” I wrote that paragraph on seeing Sir William Lyons Swallow Jaguar SS90 Prototype in a heritage museum. Lyrical it may be but the car inspires poetic prose. More than that, it’s a man’s car; it does manly things, makes manly noises, and has lots of manly metal to polish. It was designed to be both sporty and a GT, as was its successor, the SS100. Every road-going Jaguar sports car since has been imbued with the same manly GT qualities.

Sir William went on to create other great motorcars, though after the XK150 he left design to his gifted aero dynamist engineer, Malcolm Sayers, the result was the XKE, or E-Type, as it’s known in Europe. Then came Sayer’s XJS with its controversial flying buttresses, not as beautiful as the XKE but still with great road presence. The XK that followed harked back to the XKE in looks but was saddled with the XJS’s chassis. The new XK is a giant leap forward yet it hasn’t had an easy ride from some quarters. Reviewers assert it’s not a true sports car because the ride is too soft; it is too like an Aston Martin, the cabin is nothing special; it’s the same engine as before; women will drive it, ad nauseam. Let’s look at those criticisms closely.

“The XK is too like an Aston Martin DB9.” Is that a worry? Ian Callum, Jaguar’s head of design, made his imprint on both companies. It’s debatable which is the most beautiful. The nose of the Aston does not have a polyurethane protective cone. All the lines converge on the grille. The front elevation is commendably clean and uncluttered but minimalism comes at a price in stone chips and costly repairs at the slightest bump. The Jaguar XK coupe I drove got compliments from drivers and pedestrians alike. I asked six discerning motorists to compare the XK with the DB9. All thought both cars beautiful, but the XK more “elegant,” “taut,” “muscular.” One felt the headlights cut to the wheel arch awkward, while another thought the DB9 had an attenuated nose, “too close to the headlights.” All felt the interiors good design solutions, simple and minimalist. Perhaps there is a convergence of possibilities when it comes to designing a desirable GT. Historically, the DB9 is a development of the DB7, a car also designed by Ian Callum, a car originally destined to be the new XK Jaguar. Here’s a new XK owner’s view, “I thought the [Aston Martin] V8 was a great car, but the clutch was heavy, the gearbox clunky; the ride was harsher than the Jag’s. I think the Jag is the perfect balance between sport and comfort. When you put your foot down it turns into a hooligan.” (John Steele – Scotland) Believe me; it takes a lot to convince a Scotsman to buy anything that isn’t good value. John’s commendation is praise indeed.

“It is not a sports car.” If journalists are expecting a pure sports car not sports GT they should direct their criticism to Bill Ford and ask him to approve the budget to build a production version of the exquisite F-Type, and stay true to the concept. The criticism is often accompanied by the opinion the suspension is too soft. It is the fashion for journalists to harp on (and on) about steering feel and suspension. While eradicating numb steering feel is desirable ultra-sensitivity is not. Far too many car manufactures are dialing in suspension that rattles teeth with lightning steering responses leaving you exhausted after a long journey. Racing suspensions are for racing cars. The XK soaks up most bumps and undulations with aplomb but still allows you to “feel” road camber and alignment irregularities. Only the worst pothole unsettles steering momentarily. Steering feel is fine for a GT of its size, and it is benign on the limit. I would not want it to have the instant responses of a go-kart. There is no rule book stating a driver will know a “real’ sport car when it feels as if wrestling a mad gorilla.

The cabin is nothing special.” The cabin is a good example of modern simplicity of design and good ergonomics. Plastic surfaces are kept to a minimum. Those evident are of a good quality and texture. Materials are matched tastefully. I’d have preferred the innovative seared black wood seen in the stunning C-XF concept to the alloy inserts in the XK, a better combination against the volume of stitched grained leather. Instrument faces are modern interpretations of the Jaguar style, green glow and all, pleasant enough even if they don’t quite sparkle as jewelry. They are not illegible vulgar bling.

“The engine is the same as before.” The engine is one of the world’s best. And it has undergone constant development to meet stringent emission regulations. The 4.2 liter variable valve-timed V8 shoots the car forward to 60 mph in less than six seconds, and quite frankly, that’ll do fine for most driving situations. If you want faster buy the supercharged version. In any event, I found it very difficult to hold the car back to the speed of parallel vehicles when the lights changed to green. Even the lightest touch on the pedal pushed your back into the seat squab. The thrill of power and torque underfoot never diminishes, mile after mile of humdrum city street. Top speed is limited to 155 mph. The Jaguar’s 6-speed sequential auto shift is flawless, smooth changes in transmission arrive without hesitation. The big revelation is the paddles behind the steering wheel for manual shifts; the best I have tested in any modern car, Porsche Tiptronic take note. The XK is a thoroughly modern car brimming with electronics.

“The car is too big to be agile.” This is a strange comment because the car is one of the lightest in its class, 1595kg curb weight. It has an all-aluminum construction, [the convertible is 1635kg] guarantees best-in-class torsion rigidity. Turn the steering and the car goes where you point the nose, instantaneously. On mountain roads Jaguar’s Electronically Computer Active Technology Suspension (eCATS) with automatic damping comes as standard and lifts the car from GT to sports GT with athletic agility, supremely able to negotiate the most sudden of bends. Poise and balance are excellent.

“Women will drive it.” What can I say about that dumb comment? Male drivers who ridicule woman do so because unlike their cars they cannot steer them. Women will choose to buy an XK because, like some men, they enjoy driving a car with character and genuine sporting ability. And like men it will make them feel sexy. The motor industry may be the last bastion of misogyny but I never thought to see it in “objective” reviewers.

“What does the XK not do?” It doesn’t drive up vertical scrub hills like the Range Rover Exhibitionist. It doesn’t handle well on sidewalks, or leaping from rooftop to rooftop. It does not look like an extension to a penis, not even in red. It doesn’t hold ten vile children like the Chrysler Weeping Wagon. It doesn’t have an exotic or an amusing name such as Yukon or Rabbit. It won’t develop your biceps or abs because the steering is as heavy as an ocean liner. It won’t turn heads by knocking, rattling, or backfiring. Nor will you be offered a dealer monogrammed pen as a trade in. It will hold its value well.

“General observations.” The XK has been thoroughly reviewed so I’ll keep my comments to personal observations. I took the car along Pacific Coast Highway, past Malibu, over the Santa Monica Mountains and back through rush-hour traffic to Los Angeles on the 405. It is reassuring to know of all the safety features built into the XK while driving around the vertiginous twisties and 200 feet cliffs of Decker Canyon where an unfortunate member of the rock band, Iron Butterfly, disappeared one night, his remains and car wreck lying undiscovered for years. Worth special mention is the pyrotechnic deployable bonnet that automatically deploys mitigating the severity of pedestrian injury. The brakes inspire confidence; 60-0 in 113 feet is up with the best sports cars. Oh, and the Xenon headlights that adjust to sudden corners are terrific.

One of the drawbacks of the XK’s svelte shape is the severely limited rear view. Jaguar has a solution. Put the car in reverse and the passenger wing mirror flips down for a view of the curb. The computer shows an outline of the car, almost as if saying “You are here.” Together with an on-screen visual of the car, a radar based rear parking sensor lets you know the distance to an object behind. Nevertheless, you look behind because it’s an unconscious habit not to take anything you cannot see on trust. When someone places a chair under your butt it is almost impossible to resist checking it is there before committing yourself! And looking behind you, you will notice the rear jumps seats are for children or luggage. An adult of any size will find it cramped on any journey. And I would have thought folding rear seats well worth installing in a hatch-back GT. As a chronic back pain sufferer the most luxurious aspect to me are the multi-adjustable electric seats. It’s easy to get a comfortable setting for any size and weight of driver. The steering wheel tilts and moves in or out. (I was taught to judge arm stretch from seat to wheel by ensuring the wrists touched the top of the steering wheel.) There’s five buttons to log automatic settings for five drivers and the same for passengers. The retractable antenna is an anachronism. It will be hidden in the 2008 models, in the rear spoiler. Wheels are satisfyingly big and wide for maximum grip - 19 inches, 20 inches an option.

The navigation system continues to beat other manufacturers with its logical layout, speed and multi-purpose uses. I’d recommend the Bluetooth telephone option before anything else. As an incomer to California I am appalled at the number of drivers using hand-held cell phones, concentrating on their phone conversation, sometimes while eating a take-away, reading a paper, applying make-up. It cannot be long before California bans use of hand-held cell phones. The standard 160 watt, multi-CD on the dash, six speaker system is fine; so, think carefully if you want to pay more for an upgrade. Personally, I’d rather keep the windows down and listen to the engine. Which reminds me, the exhaust note is acceptable, more of a burble than a rumble; if you like a constant roar battering your eardrums talk to your Jaguar dealer about a wide bore exhaust. As I said, the XK is a refined sport GT, not a hopped-up racer.

I have one other recommendation to buy this car over its competitors: I showed it to a relative on the point of changing his Lexus saloon for something new. He was so impressed he went out and bought an XK the next day, a fully loaded coupe in black with tinted windows. In all my years reviewing cars, their designers, and industry developments, I have never had that happen to me, not with such alacrity.

The XK comes with a comprehensive four year-fifty thousand mile warranty, complimentary servicing for the first year or twelve thousand miles, and the dividend of driving a car from a great marque, thanks to the generosity of Ford. Against an Aston Martin, a Porsche 911, a Mercedes SL, a Bentley, a Ferrari, or a Maserati, it is fantastic value for money. What is there to complain about?

SIDEBAR: TECHNICAL INFORMATION:
Car tested: 2007 Jaguar XK Coupe
Engine; 4.2 liter, 90 degree, 32 valve, V8.
300 horsepower @ 6000 rpm.
0-60: 5.9 seconds.
Braking: 60-0 in 121 feet
Turns to lock: 2.8.
MPG: 18-28.
4-year warranty/50,000 miles.
Price starts from $75,000.