QUICK SPECS:

• PRICE AS TESTED: $31,039
• ENGINE: 3.5L V-6 DOHC 24V
• HORSEPOWER: 268 hp @ 6,200 rpm / 248 lb-ft at 4,700 rpm
• DRIVETRAIN: Front-wheel drive, six speed automatic
• WEIGHT: 3,516 lbs.
• FUEL ECONOMY: 22/31 mpg

By Dave Chess

It didn’t take Toyota long to rev things up. In its third year of NASCAR Craftsman Truck Series competition Toyota, with its Tundra pickup truck, won both driver (Todd Bodine) and manufacturer’s championships.

That was 2006.

This year look out!

Things are really going to change. Toyota speeds into the NASCAR Nextel Cup Series with its Camry sedan and a stable of well-known NASCAR good old boys. Daytona 500 winner Michael Waltrip, Bill Davis Racing and Red Bull Racing will field a total of seven Toyota Camrys in NASCAR’s top division.

What is there about a Toyota Camry that makes it the number one selling car in the United States and has brought the brand to NASCAR?

There is a perception that Toyota produces cars that are higher quality and provide more value for the dollar than other brands.

And after spending a week with a 2007 Toyota Camry XLE, I can tell you it had enough features to be comparable to a $40,000 Cadillac CTS. Sure the Camry only had one setting for the heated seats instead of Cadillac’s high and low. And so what if the mirrors didn’t tilt down when the car was put in reverse. At $31,000 the price is $9000 less than a similar equipped Cadillac CTS.

The Camry’s rear seats recline for goodness sake!

It has an optional $1,200 navigation system, which is half the price of its competitors!

It responds to a predefined series of voice commands. Press a button and it will ask the address you want to be guided to, the city and so forth. It can handle a Bluetooth telephone and has a calendar with memo reminders.

But do I really need a keyless push button start for $450?

No, but it was a nice convenience to be able to walk up to the trunk with two bags of groceries and not have to balance one on my knee while I searched for a key to insert, or key-fob button to push. As soon as I touched the trunk lid it sensed I had the smart key in my pocket and opened…. Sweet! The key only needs to be in your pocket and you can unlock the doors or start the car with the touch of your hand.

The one fault I found with the Camry was the fit of the dash. There was a very noticeable overlap where two pieces of the front panel came together near the climate controls. Other than that I found the fit and finish perfect.

It’s the little things that provide value, like variable-size cup holders that will hug a small cup of coffee just as well as they do a larger water bottle. Or a steering wheel loaded with audio and climate controls.

My tester came with a 3.5-liter, 268 horsepower V6 mated to a 6-speed automatic transmission. Four wheel disc brakes with anti-lock braking held 16 inch alloy wheels.

The front-wheel drive Camry accelerated adequately and handled precisely in and out of traffic. Toyota doesn’t make a high performance version. But with its entry into NASCAR I expect a high performance Camry to be available someday.

The list of standard equipment in this top-of-the-line Camry goes on forever and includes safety features like driver and front passenger seat-mounted side airbags, front and rear side curtain airbags, driver’s knee airbag and a direct tire pressure monitoring system.

The exterior features fog lamps and heated outside mirrors.

Inside the Camry is where driver and passenger comfort really shine with a JBL brand stereo, power sunroof, reclining rear seats, manual retractable rear sunshade, power leather seats, dual zone climate control, pollen filter, and a Plasmacluster air cleaner.

Yes that’s right! A Plasmacluster ionizer! This baby improves the air quality by emitting positive and negative ions into the cabin.

If you feel the need to crank up the stereo, an auxiliary audio input jack found hidden in the center storage compartment will allow you to listen to your own play lists.

If you feel the need for a well-equipped four door sedan, the Toyota Camry XLE will satisfy that need.

NASCAR Toyota Camry driver lineup:

Michael Waltrip will be joined by 1999 NASCAR Nextel Cup champion Dale Jarrett and Craftsman Truck driver David Reutimann. Waltrip will drive the No. 55 Napa car. Jarrett brings his UPS sponsorship from Ford and Reutimann will drive the No. 00 Domino/Burger King Toyota Camry.

Veteran NASCAR drivers Dave Blaney, Mike Skinner and Jeremy Mayfield will drive Camrys for Bill Davis Racing. Red Bull will field Toyotas for NASCAR driver Brian Vickers and open wheel racing’s A.J. Allmendinger, who finished third in the 2006 Champ Car World Series.

 

QUICK SPECS:

• PRICE AS TESTED: $77,090
• ENGINE: Supercharged 4.4L V-8 SC
• HORSEPOWER: 469 hp @ 6,400 rpm / 439 lb-ft at 3,800 rpm
• DRIVETRAIN: Rear-Wheel drive, six speed automatic
• WEIGHT: 4,295 lbs.
• FUEL ECONOMY: 14/20 mpg

By: Dave Chess

469 supercharged horses. Yep, the STS-V is another high performance sports sedan from Cadillac. In addition to the STS-V, Cadillac offers the 400 horsepower CTS-V and the truly classic 469 horsepower supercharged XLR-V hard-top convertible.

The STS-V’s 4.4L supercharged, dual overhead cam Northstar engine also powers the XLR-V, producing its 469 horsepower at 5,400 rpmwith 439 lb.-ft. of torque at 3,800 rpm. Ninety percent of its peak torque is delivered between 2200 and 6,000 rpm.

The Cadillac STS-V can go 0-60 in under 5-seconds in classic Cadillac luxury. The Northstar V-8 SC is mated to Cadillac’s new Hydra-Matic 6L80 six-speed automatic transmission – the first use of GM’s six-speed automatic.

I found my tester to provide instant acceleration with shifts smooth as silk. The engine is calibrated with the transmission so power instantaneously lowers, and then ramps back up. It makes gear changes so smooth you hardly notice them.

STS-V is designed to look like it just rolled off the line of the DTM Touring Car Series. 18 inch front wheels combine with 19 inch rears and a lower front fascia with a lower grill provide that dragster-wedge look.

The interior is luxurious with hand wrapped leather surfaces throughout. Olive Ash Burl wood appointments add that Cadillac touch of class. Sitting in the STS-V is like sitting in a four star hotel lobby.

Not only does the Cadillac STS-V look good, it performs great – in a civilized manner. The CTS-V is easy to drive. Shifting is so smooth you don’t realize how quickly you are accelerating.

With all that power you need strong brakes. The STS-V comes with Brembo high-performance vented cast-iron disc brakes with four piston calipers. Traction control and StabiliTrak stability control keeps the rear wheels from spinning and the STS-V headed straight instead of sideways.

A sport mode is available with the flick of a switch. front and rear independent suspension feature rear Nivomat performance-tuned load-leveling shocks. I found the ride to be firm yet forgiving over bumpy roads.

My tester’s standard vehicle price of $74,270 was bumped up to $77,090 by addition of gas guzzler tax and destination charge. There were no options listed.

The Cadillac STS-V is aimed squarely at automotive enthusiasts that are considering an alternative to the BMW M5 or Mercedes Benz AMG E55. During my short time at the wheel I was challenged by a black M5. He should be thankful I declined.

 

QUICK SPECS:

• PRICE AS TESTED: $51,395
• ENGINE: LS2 6.3L V8
• HORSEPOWER: 400 hp @ 6,000 rpm / 395 lb-ft at 4,400 rpm
• DRIVETRAIN: Rear-Wheel drive, six speed manual
• WEIGHT: 3,850 lbs.
• FUEL ECONOMY: 16/25 mpg

By: Dave Chess

Andy Pilgrim, driving a race prepared Cadillac CTS-V, finished third in the 2006 SCCA Speed GT championship. Cadillac finished third, two points behind Porsche and one point behind Dodge in the series’ manufacturers’ championship.

In fact Cadillac’s success in the Speed GT Series and its three-car “V” model lineup has boosted the brand’s stodgy old image of a luxury car to one of competition, speed, acceleration and true sports sedan.

In addition to the CTS-V, Cadillac offers the Supercharged STS-V and the truly classic supercharged XLR-V hard-top convertible.

The 2006 Cadillac CTS-V production model is not your father’s Cadillac.

Viewed from the front, the CTS-V’s broad square shoulders and squat stance create the image of a tough prize fighter. The CTS-V sparkles as you approach from the rear. The rear taillights are full of sparkly Bling. Dual exhausts produce a nice rumble. Sharp 90 degree angles at each corner. It looks fast sitting still with its gray Brembo brake calipers peaking out between shiny polished aluminum spoke wheels. This car would at home running at high speed on the German Autobahn or America’s Interstate Highway.

The CTS-V was the first V-Series vehicle offered by Cadillac. It provides a serious alternative to BMW-M Series, Mercedes-Benz AMG Series and Audi S-Series.

2006 brings a new engine and sunroof as standard equipment. The 400 horsepower overhead valve 6.00L V-8 LS2 engine will go 0-60 in 4.6 seconds with a top speed of 13-mph. Quarter mile runs top out at 13.1 seconds for 109 mph.

The aluminum block engine with two-valve cylinder heads produces 395 lb.-ft. of torque.

Dual exhausts were enlarged for 2006 and my tester purred tastefully while I put it through its paces. The exhaust, constructed from 2.5 inch diameter stainless steel pipe minimizes back pressure, increases horsepower and creates that sweet purr. Polished stainless steel tips cap the exhaust pipes.

The CTS-V accelerates strong in each of its 6 gears. Power is delivered through a six-speed manual Tremec T56 transmission with skip shift and reverse lockout. It features a dual mass flywheel for reduced noise and vibration harshness. The limited-slip rear axle is fitted with a 3.73:1 final drive ratio. First has a gear ratio of 2.97 and provides extremely quick acceleration off the line.

Higher horsepower and torque is developed by a high profile camshaft, high strength pistons, revised valves and stiffer springs, high-flow intake manifold and high-flow fuel injectors.

My tester handled superbly – tight and flat on twisty roads. The CTS-V sports independent front and rear suspension and a full range traction control system that can be turned on and off. But with so much torque in first gear there was too much wheelspin to leave it turned off for too long.

Braking system includes Brembo 4-wheel vented discs, ABS, four piston front and rear calipers and performance brake linings. Goodyear Eagle F1 18 inch run flat tires are mounted on aluminum alloy wheels.

My tester came with the CTS-V standard package and no options. Standard equipment with the “V” model includes leather seats, sunroof, heated power seats, multi-driver memory settings, heated outside mirrors, fog lamps, alarm system front and side airbags and a navigation system.

Headroom is good. Seating in the rear is tight when the front t seats are fully extended.

During this year’s GM event at Autobahn Country Club in Joliet, Illinois I had the opportunity to drive a CTS-V on the club’s 1.4-mile north course. Acceleration out of the turns was outstanding. Handling and braking were superb.

If you are looking for an outstanding sport sedan with great looks and a racing heritage, consider the Cadillac CTS-V. This is not your daddy’s Cadillac!

QUICK SPECS:

• PRICE AS TESTED: $89,640
• ENGINE: 8.3-Liter V10 SRT
• HORSEPOWER: 510 hp @ 5,600 rpm / 535 lb-ft at 4,200 rpm
• DRIVETRAIN: Rear-Wheel drive, six speed manual
• WEIGHT: 3,450 lbs.
• FUEL ECONOMY: 12/20 mpg

By: Dave Chess

Dodge’s Charger SRT8 is bad. But Dodge’s Viper SRT10 is bad to the bone.

No other snake within reach is safe. Hear that Cobra! Be prepared when you see a Viper headed your way, venom spewing out its exhausts, ready to bite.

510 horsepower – enough said.

2006 Dodge Viper SRT 10 Convertible was made for one thing - and one thing only – to go fast!

It’s a race car in street clothing.

My bright red tester looked like it was going 220 mph while it was standing still. Truly stunning design includes deep cut side scallops, swept back fenders and lowered hood lines. The rear tires are wider than the fronts and add to its race car inspired design. It’s an American sports car with a monster engine up front and rear-wheel drive.

535 lb. - ft. of torque will knock your socks off. You can feel the awesome power of the V-10 engine through your entire body as this dangerous serpent rumbles at idle and slithers off the line. It’s ready to pounce on any prey that gets in its way.

Driving the 2006 Dodge Viper SRT 10 requires all the senses. And it demands your complete attention. Especially on city streets. This is no commuter car. Its home is a twisty, fast, closed circuit where it can really show its stuff. From feathering the accelerator as you accelerate to prevent wheelspin, to constantly watching the speedometer to keep within posted speed limits, driving the SRT 10 requires full attention and concentration.

Sport suspension requires you to correct steering for small bumps in the road which, especially on the south side of Chicago, will keep you busy.

Dodge Viper SRT10 is all engine, steering wheel and Brakes. The 6.3 liter V10 is mated to a six speed manual transmission. But to be able to shift the car comfortably into sixth gear without bogging the engine down you will have to exceed most posted interstate speeds.

Don’t get me wrong. Sixth gear is attainable at posted interstate speeds. But the Viper is geared for higher speeds. The first gear ratio is 2.66. Sixth gear ration is 0.50. In sixth gear at 65 mph the engine rpm is close to idle. The Dodge Viper SRT10 is made to accelerate quickly and cruise at ultra-legal speeds.

Braking is quick and huge. And should be considering how quickly the Viper can accelerate. It goes 0 -60- mph in less than 4 seconds, 0 -100 – 0 mph in the low 12 second range. The power and braking are unbelievable.

You have to climb into the cockpit of the Dodge Viper SRT10. Seats are located slightly below the door jam. It takes a concerted effort to get into and out of.

The interior layout is not luxurious. It screams race car. The gauges are well lit and easy to read at a glance. The center-mounted tachometer and 220 mph speedometer are easy to see. A vertical row of large gauges allow you to monitor the 505 inch aluminum v-10 engine’s vital signs at a glance. It starts with the push of a button.

The heavy-duty six speed manual transmission felt strong and muscular.

The 2006 Dodge Viper SRT10 rides on forged aluminum, polished 18 x 10 inch front and 10 x 13 inch rear wheels, clad in Michelin zero-pressure run-flat tires. Each tire includes low-pressure sensors in the valve stem.

With the vicious horsepower the Dodge Viper SRT10 is capable of producing, safety appointments are critical. World class braking, advanced multi-stage air bags, 3-point seat belts with pre-pensioners, load limiter and traveling inbound buckles combine to provide protection in the cock pit.

My tester listed out at $89,000. If you can afford one, price really doesn’t matter. What matters is how you look going fast. The Dodge Viper SRT10 has great looks and outrageous performance.

QUICK SPECS:

• PRICE AS TESTED: $100,000
• ENGINE: Supercharged DOHC 4.4L Northstar V8 SC
• HORSEPOWER: 443 hp @ 6,400 rpm / 414 lb-ft-@3,900 rpm
• DRIVETRAIN: Rear-Wheel drive, Hydra-matic 6L80 six speed automatic
• WEIGHT: 3,810 lbs.
• FUEL ECONOMY: 15/22 mpg

By: Dave Chess

ELKHART LAKE, WI - RIS - 443 supercharged horses at the tips of your toes…sweet.

Driving Cadillac’s 2006 XLR-V convertible on the back roads surrounding Road America racetrack in Elkhart Lake, Wisconsin was an awesome experience.

Heart and soul of this beautiful beast is the XLR-V’s 443 hp supercharged 4.4L Northstar V8 SC mated with a 6-speed Hydra-matic transmission that includes Driver Shift Control for clutchless manual shifting. The supercharger is a patented integral design with four integrated intercoolers and 12 psi of boost.

A performance-tuned suspension automatically adjusted from touring to performance mode after it sensed I was using Driver Shift Control. It shifted smooth as silk and accelerated like a hot rod off the line -the engine creates 414 lb-ft torque at 3900 rpm. At 3200 rpm a vacuum valve opened up the exhaust pipes for increased flow and provided a nice rumble while accelerating. But there wasn’t much of an opportunity to get up to that speed due to the tight twisty roads surrounding the racetrack.

Interior comforts include wrapped leather seats that have sueded-fabric inserts that were extremely comfortable. You are surrounded by gorgeous leather trim. With the beauty and feel of exotic Zingana wood it felt like I was in a five-star hotel, rather than the cockpit of a hot rod convertible.

The interior contained all the elements expected of Cadillac including a tire pressure monitoring system that connects sensors in all four tires.

From the minute I pressed the gas pedal and the supercharger kicked in, I knew I would have needed a helmet and a five-point seat harness before being allowed to safely sail this shark around Road America’s 14-turn natural road course. Those weren’t standard equipment items and that wasn’t an option - not even with a chaperone from General Motors.

No, they didn’t let journalists take the XLR-V out on the track. You can’t blame them though. With a price tag at an even $100,000 and reports on the Internet of owners clocking 0-60 in 4.3 seconds, you could get into serious trouble real fast in this car.

If I had known the XLR-V’s air filtration system included a pollen filter I would have put the top up and used it after I stopped to photograph the car in front of a field of yellow dandelions across from the track’s Turn 6.

Braking the seven spoke, 18 inch, polished aluminum wheels with Michelin zero pressure extended mobility, P23/50WR18 tires is accomplished by 13.4 inch front and 13 inch rear disc brakes.  

 The retractable hardtop opens or closes in less than 30 seconds.

Cadillac’s V-series line up boasts three vehicles that go 0-60 MPH in under 5 seconds. The XLR-V, STS-V and CTS-V all share the racing pedigree that allowed Cadillac to win the 2005 SCCA SPEED World Challenge GT Series Manufacturers’ Championship and CTS-V driver Andy Pilgrim to claim the Driver’s Championship. The racing version of the CTS-V can reach 0-60 in just 3.05 seconds.

Even though marketing for this $100,000 V-edition roadster is aimed squarely at corporate executives, moneyed gear-heads will appreciate its getup and go, luxurious interior and precise handling. It doesn’t take much effort to light up its 19 inch Pirelli Extended Mobility tires and what better way to take those Gs than being surrounded in such a well-appointed, high-tech environment.

(Photo Credit: John Motal)

QUICK SPECS:                                          

• PRICE AS TESTED: $43,505
• ENGINE: 6.1-Liter SRT Hemi® SMPI V8
• HORSEPOWER: 425 hp at 6200 RPM / 420 lb-ft at 4,800 rpm 
• DRIVETRAIN: Rear-wheel drive, five-speed AutoStick®
• WEIGHT: 4,160 lbs.
• FUEL ECONOMY: 14/20 mpg (16 observed) 
      

By: Dave Chess

Wow! 

It’s big and it’s bad!

It’s Godzilla meets four-door sedan.

It’s….Dodge’s muscle car for the 21st century.

Daimler Chrysler’s Street and Racing Technology group has created the quickest sedan in the Dodge lineup.

The 2006 Dodge Charger SRT8 accelerates from 0-60 mph in around 5 seconds. Quarter-mile time is in the 13-second range. Power explodes from a 6.1-liter HEMI V-8 producing 425 horsepower and 420 lb.-ft. of torque. 

 It is also a ticket machine. Which means you better be quick on the brakes.

If not, practice this line just in case:

“Honest Officer, the reason I accelerated so fast was because I just had a violent sneeze that took control of my foot.”

 When you approach this car from a distance you get conflicting signals. My Bright Silver Metallic tester at first looked like a bulky, conservative mom and pop four-door sedan. Then I noticed that fully functional hood scoop and the front air dam. This car doesn’t smile at you – it snarls.

Viewed from the side the red finished Brembo brake calipers scream race track. Each four-piston caliper grips a vented rotor: 360 x 32mm discs up front, with 350 x 26mm in the rear. SRT embossed five spoke 20 inch forged aluminum wheels held high-performance Goodyear Supercar F1 three-season tires.

It can go from 0-100-0 in the mid 16-second range. And stop from 60 mph in approximately 110 feet. Dodge provides an electric air pump instead of a spare tire. TIREFIT requires a can of puncture sealant be connected to the unit prior to use. It should work fine on small leaks until you get to a repair shop.

The rear fascia features integrated lower strakes to direct air flow and cutouts to accommodate dual 3.5-inch exhaust tips. A decklid spoiler set on dual stanchions makes the rear look just as mean as the front. Brilliant Black and Inferno Red Crystal Pearlcoat are available in addition to Bright silver.

My tester’s base price of $35,320 was bumped up by the addition of SRT Option Groups I, II and III.  Group I included dual zone temperature controls and heated front seats.

Group II included a 275-Watt Kicker SRT Amplifier; 200-Watt Kicker SRT subwoofer and 11 Kicker SRT High-Performance speakers. 

Group III included SIRIUS satellite digital radio with a 6 CD/MPS changer, a DVD-based navigation system with GPS and UConnect hands free phone communication interface. Supplemental side air bags, a power sunroof and Gas Guzzler Tax of $2,100 pushed the price as tested to $43,505.

Rated fuel mileage is 14 mpg city and 20 highway. I observed an average of 16 mpg under driving conditions that included about 80% highway miles.

Just like I thought I would never pay to watch television, I thought I would ever pay to listen to the radio. But satellite radio changed my mind. Every car I drive has a certain character and Dodge’s Charger SRT8 is no exception. Certain music just fits a car and a driver. Satellite radio gives you that option. Feel like blasting that trunk mounted 200-watt Kicker Subwoofer with some Hip Hop? Dial it in. Just watch The Dukes of Hazard movie? How does some Outlaw Country or Bluegrass sound? I have to admit that for as long as I had my test car, it was the Dukes and bluegrass all week long. The optional Kicker sound system was one of the best I have heard. 

The Dark slate gray and light graystone interior featured leather-trimmed seats with red stitching and suede inserts. Seating was comfortable and made you feel you were sitting up high even with the factory installed sunroof. This was surprising because from the outside the vehicle exudes a low-profile look. But I found the interior to be roomy with adequate leg room in the rear compartment.

A Performance tuned suspension provided a firm ride. Yet it wasn’t stiff. The Charger planted itself flat on entrance ramps. It didn’t jar the fillings out of your teeth as drove across bumpy railroad tracks. 

Anti-lock brakes and the Electronic Stability Program (ESP) enhanced safety and handling by maintaining directional stability. ESP will automatically brake and reduce acceleration in order to eliminate oversteer and understeer conditions once it senses wheelspin. Traction control can be switched off which could lead to excessive wheel spin aka lengthy burnouts.

My only complaint was about the Keyfob key. It should have its controls mounted upside down from the way it is. So the key portion fits into the palm of your hand, instead of the other way around. It would make it easier to manipulate the buttons.

Overall Dodge’s Charger SRT8 is a beast in four-door sedan clothing. It has animal magnetism – literally and figuratively. The first day I drove my tester a bird that flew across my path almost got sucked into the hood scoop. The next day a coyote ran in front of me. Day three found me avoiding a group of deer.

Speaking of animal magnetism, the only Dodge Charger to make it into the 2006 Nextel Cup Chase for the Championship was the one driven by pretty-boy Kasey Kahne, from Enumclaw, Washington. Kahne pilots his No. 9 Dodge Dealers UAW Dodge Charger for Evernham Motorsports. 

The Dodge Charger Daytona was introduced to NASCAR in September 1969. It featured a flush rear window, a large aerodynamic nose and a huge wing spoiler in the rear that stood 58 inches above the trunk. It was powered by one of two engines. Either a 440 Magnum cid or 426 HEMI engine. A Charger 500 competed in addition to the Daytona.

Between the two of them they won 45 out of 59 races. The car dominated the Grand National Circuit so much that NASCAR eventually place restrictions on the Hemi engine by forcing the now common placed carburetor restrictor plates on Chrysler models featuring the HEMI engine.

If you are looking for a big, fast, high performance muscle car with the convenience of a four-door sedan, consider the race-bred Dodge Charger SRT8.