The best Pontiac in Pontiac history just got better. The rear-drive G8, hailed here at AutoWeek and elsewhere in the wheeled world in its original rear-drive, 361-hp, 6.0-liter V8 form, now has a mighty 415-hp 6.2-liter V8 driving those rear wheels, making it the most powerful Pontiac ever.

“Now wait a minute,” you say. “What about the (fill in the blank) Pontiac of (fill in the musclecar hero year of production)?”

No, that model was not more powerful.

“They measured horsepower differently then,” product manager Brian Shipman said.

If they measured this one the way they did those old cars it would have more than 500 hp. And that ancient Pontiac of yore couldn’t turn or stop, as you may remember if you ever drove one.

To get all that torque to the ground, this one has a “race-tuned suspension” that was “tuned at the Nürburgring.” That means an FE3 suspension with firmer front struts and shocks, a 20-mm rear sway bar that is 2 mm bigger than the regular G8’s, and 19-inch wheels wrapped with 245/40 summer tires.

But the biggest difference between this and the rest of the new Pontiac G8 line is the availability of a six-speed manual transmission. We know, we just drove one for a week. (While the official word from the division at the G8’s launch a year ago was that there would be “no manual in the G8,” one has mysteriously appeared anyway, offering better access to those massive, meaty torque and power curves.)

We took this miracle of modern Pontiac engineering (or Holden engineering, depending on your perspective) and flung it about L.A. It is a lot of power.

As with many a power hog, this one is a little more difficult to master while cruising delicately through suburban streets. The 415 lb-ft of torque requires an extra-beefy set of gears to keep from blowing apart during spirited driving, but that beef makes it a bit clunkier in city maneuvering. We never fully mastered the art of gently engaging the TR6060 manual during our week with it. You, however, are probably a better driver and will get it right off the bat.

An added irritant was the 1-to-4 shift-lockout mechanism that we have hated with a fiery passion since it first appeared on Corvettes and Camaros in the early 1990s. Why, oh why, can’t they get rid of this?

The short-throw shifter is more at home being hammered on a track or on a twisitng mountain road. There you can better get the feel of proper engagement and effortless smoothness that will impress your passengers and garner you better lap times. You can shift all the way up to the fuel cutoff at 6,000 rpm.

At a track or from a stop light you will also better appreciate the 415 hp. It comes from the LS3 V8 with a promise a 0 to 60 mph time of 4.6 seconds and a quarter mile of 13.2 seconds at 109 mph, Pontiac says. Top speed is listed at 150 mph, limited by cooling and tires. A Track Pack that will add coolers for the transmission and engine oil is coming but no date has been released for when.

Stopping is equally impressive, with larger, 14-inch, four-piston Brembo brakes in front.

The FE3 suspension is plenty firm for cornering while not beating you up on placid, straight highways. It doesn’t bounce, either. It’s a nice accommodation for both uses. You could put kids or in-laws in the spacious back seats and not feel guilty.

The inside also gets standard leather, six-way power seat, six-CD 230-watt audio, Bluetooth, OnStar, XM satellite radio and 10 cupholders. Old Pontiacs didn’t have any cupholders.

Outside, the GXP gets a new front lower fascia, rear diffuser, tapered chrome tailpipes and three GXP badges.

Will it beat the BMW M5? The Cadillac CTS-V? The Audi S6? Sounds like somebody needs to rent a track and find out. Those competitors may be a little more refined, with interiors that rate higher on those nebulous luxury scales that focus groups always try to figure out, but the sticker price for the GXP is expected to be under $40,000 when the car comes on the market in late January. And remember, the G8 GT stickers at $32,495 and the six-cylinder base model is just $28,875.

Pontiac will make “5,000 or so a year,” but that is not production constrained, so buy all you want–they’ll make more.

SPECS
2009 Pontiac G8 GXP

On sale: Now

Powertrain: 415-hp, 415 lb-ft, 6.2-liter, normally aspirated V8; rwd, six-speed manual

Curb weight: 4,023 pounds

0-60 mph: 4.6 seconds (mfr.)

Fuel economy: 14/20 mpg (expected)

His eyes locked on us, their gaze cutting across two lanes of rush-hour traffic crawling up Woodward Avenue, his hand hovering, frozen, over the handle of a parked Daytona-blue 350Z. Although his own car showed evidence of careful tending–meticulous hand washings, wheels scrubbed clean and slow, deliberate wax jobs–those eyes betrayed him.

He had lust in his heart. We know of such things.

Sports cars wield a power over young men matched by few other things except attentive women and, perhaps, fantasy sports. And given that a new Nissan 370Z–long anticipated but scarcely revealed before now–happened to roll past this particular young man in a moment unawares, it’s understandable that his attention would wander. The 370Z is his car, only (as he well knows) so much more.

“More” starts with the engine. The change in nomenclature makes it obvious. Nissan bumped up displacement of the Z’s V6 by 0.2 liter, giving it a corresponding 26-hp jump in output, to 332 hp. Peak torque increases just 2 lb-ft, at a slightly higher rev point (270 at 5,200 rpm) than in the 3.5-liter engine, but it certainly feels as if the car has more thrust off the line. It launches with exuberance; the revs swell quickly and shoot the car down the asphalt the moment the tires bite down, the torque thick all the way to its 7,500-rpm redline and 60 mph coming up in the low-five-second range.

That propulsion is as much a result of the car’s lowered curb weight as it is of its upped output, because the 370Z weighs 88 pounds less than the equivalent 350Z–even given added standard content such as side and curtain airbags. And much of that weight has been taken out of the top half of the car, effectively lowering its center of gravity. Where the hood on the current car is built of aluminum and steel, the new car’s has an entirely aluminum construction. The doors are now aluminum, too, as is the previously composite rear decklid.

The new six-speed manual transmission boasts what may be the coolest new feature of the car: Nissan’s SynchroRev Match system. Sensors in the shifter read what gear the driver is selecting, and the system blips the throttle to match revs on downshifts. The effect is immediately recognizable to anyone familiar with systems such as Audi’s dual-clutch gearbox or BMW’s sequential manual, with the benefit of leaving the clutch pedal where it belongs.

Purists who have mastered their own throttle-blipping techniques will scoff, but the novice heel-toer certainly will appreciate the help. Shifts are quick and clean and consistent, much more so than most can achieve manually. The best part is that the system can be shut off, allowing the driver instead to play with the pedals to manage the rev matching. To this end, Nissan has moved the right pedals closer together, while changing the gas pedal to a floor-hinged design.

For those who don’t care to use their left feet at all, a new seven-speed automatic transmission is available, complete with paddle shifters. As a bonus, the auto box delivers the same fuel mileage as the manual unit, with an EPA-estimated 18 mpg city and 24 mpg highway.

Body control has been improved, too, even over the outgoing car’s serious chassis credentials. Nissan engineers increased the car’s torsional and bending resistance by up to 30 percent. Underneath, the 370Z sports a lighter, stiffer front-suspension cradle and a V-brace that runs the length of the car, while the formerly intrusive rear strut-tower brace gets inverted so that it now does its work under the rear hatch. An additional beam runs cross-car behind the seats.

The front suspension benefits from a true double-wishbone design now, a single-piece bottom wishbone replacing the outgoing car’s multiple-link design. The four-link rear unit also is stiffer and lighter, and there are quicker-responding shocks at all four corners. The steering system has largely been upgraded, with a new column and rack giving it noticeably improved response and feel.

All of the grip of the current car is evident in the 370Z, if not more so, aided by a track widened by 2.2 inches (to 62.8). And although the wheelbase has been chopped by 3.9 inches (to 100.4), the car feels seriously planted; driving it is simply a thrill.

The rear end comes alive under power, as a sure right foot easily keeps it tucked in through moderate turns or kicks it out at will, though the car’s stability-control system is far too intrusive if left on. It’s nice to know that it can now be shut off completely.

The ride feels immensely improved. The tires resound over frost heaves and ex-

pansion joints but transmit little impact to the driver. Whereas the current car nearly bangs over any road imperfection, the 370Z smooths the harshest edges without sacrificing its fiendish agility. The ride is civilized, the handling roguish.

Visually, the 370Z lacks its predecessor’s bulk. The skin is whittled tight over its bones, the slab sides give way to more surfaces, and the fullness of its roof is stretched flat over the greenhouse. The sharp angle at the windshield header

recalls the silhouette of the 240Z, while the car’s lower height and shorter length give it a more compact overall feel.

The front and rear ends see significant departure from the current model, too. The lights fore and aft echo each other with their dynamic, caretlike shapes, and the gaping maw of the 350Z is replaced with a less architectural air intake. The added roundness of the back bumper gives the 370Z a dash of Porsche 928 flavor, though opting for the sport package reduces the resemblance by tacking a spoiler onto the decklid.

The sport package also adds a front chin spoiler and larger brakes (14.0 inches in front, 13.8 in back; the base 370Z’s brakes are carried over), upgrades the standard 18-inch wheels to forged 19s and throws in a limited-slip diff and the SynchroRev system.

That sport package is one of only two available option groups. The 350Z comes in five versions, but Nissan breaks the lineup down to just two for 2009: the 370Z and the 370Z Touring. The navigation package, available only on Touring models, bundles a nav system with XM radio, iPod connectivity and a 9.3-gigabyte music hard drive.

The car goes on sale in early January, carrying a price of $29,930. As lustful indulgences go, we’d call that well worth the outlay.

Thanks to notoriety gained through the media and the Internet, Nissan is finally bringing its take on the box to the States with the debut of the new third-generation Cube. The first official viewing for the production car was Wednesday at the Los Angeles auto show.

Set to arrive at dealers next spring, the new Cube not surprisingly keeps its square appearance for maximum interior space. The A-pillars remain far out with a steep rake and wide track, while the tall dimensions keep the Cube true to form.

Inside, seating is configured with the rear sliding bench seats set higher than the front in theater fashion. Additional features in the curve-themed interior include a floating instrument cluster, a Magic Rubber Bands door armrest system that can secure small items and a front dashboard shelf unit that can be customized with faux wood trim or shag-carpet liners.

Moving the Cube is a 1.8-liter, 122-hp, inline-four shared with the Versa. It’s mated to either a CVT or six-speed manual transmission. Equipped with the CVT, Nissan estimates that highway fuel economy will be more than 30 mpg.

Standard equipment includes antilock brakes, electronic brake distribution, brake assist, dynamic control, traction control and six airbags. Intelligent Key with a push-button ignition, Bluetooth, satellite radio, iPod interface and rear sonar system are available as options.

Pricing is expected to be around $20,000.

The power, the looks–the lust. Few icons can be condensed into a single letter. But for Nissan, sports cars start with the last letter of the alphabet: Z.

The redesigned 2009 370Z bowed Wednesday at the Los Angeles auto show. It is the latest version of the automaker’s affordable speed demon, and it draws considerably on the dramatic looks of the original 1970 240Z.

The two-seater gets a long nose, huge fender flares and in general is a modern take on the Z car enthusiasts picture in their minds’ eye.

The new car is the successor to the 350Z, and is lighter and more powerful. The potent 3.7-liter V6 increases output by 26 hp and is rated at 332 hp and 270 lb-ft. It redlines at 7,500 rpm.

The unit is paired with a seven-speed automatic or a six-speed manual. Both combinations are rated at 18 mpg in the city and 26 highway. The gearboxes each also have cool features for enthusiasts to play with–a SynchroRev Match system for the manual and a downshift rev-matching unit for the automatic.

Weight has been reduced through the use of lighter-weight aluminum for the first time on the door panels and the hood. The wheelbase shrinks nearly four inches by moving the rear wheels forward on the second-generation FM chassis.

Inside, there are bigger gauges and a prominent tachometer. It rides on five-spoke aluminum alloys that measure 18 inches; 19s are optional.

The product lineup has been boiled down this year to two versions: the 370Z and the 370Z Touring. The car is expected to start at just less than $30,000.

The pattern is provided by the CL 65’s powerfully stylish body. Kicherer purifies its exterior with carbon parts of grade-A quality. This carbon package consists a front grill, mirror shells, a rear diffuser and a front apron with a deflector created from precious material. The chassis lowers the car about 25 millimeters closer to the tarmac and equips it with a more athletic characteristic. At the rear, the mirror-finished stainless steel exhaust system with four magnificent tailpipes is joined into an active unity that offers acoustic qualities as well.

Under the hood, a real power plant is hiding. Initially, the V12 biturbo generated 612 hp and 1,000 Nm, but the performance has still been improved further. After the Kicherer treatment, it can now generate 650 hp and 1.200 Nm which propels the heavy luxury vehicle from standstill to 60 mph in less than 4.2 seconds. The ceiling speed is 200 mph (regulated).

Elegance, luxury and force. Those are the words that best describe the current CL 65 Coupé, since it offers more than enough of each of those three qualities.

Elegance: The basis is provided by the CL 65’s powerfully elegant body. Kicherer refines its exterior with carbon components of superior quality. This carbon package includes a front grill, mirror shells, a rear diffuser and a front apron with a deflector made of the precious material. The chassis moves the car about 25 millimetres closer to the tarmac and provides it with a much sportier characteristic. At the rear, the mirror-finished stainless steel exhaust system with four opulent tailpipes is merged into a dynamical unity that provides acoustic qualities as well.

The 9 and 10 x 20” Kicherer RS-X lightweight wheels are a further highlight and will be available from the first quarter of 2009. Due to its long spokes, the rim appears to be even larger, but, without loosing its elegance. Luxury: The interior allows the passengers to indulge in pure luxury. Exclusive quilted nappa leather seats, a hand-worked shag pile carpet covering the entire legroom, carbon intarsia and a fitting alcantara ceiling.

Force: Under the bonnet, a real power plant is lurking. Originally, the V12 biturbo had already been blessed with 612 hp and 1,000 Nm, but the performance has still been increased. After the Kicherer treatment, 650 hp and 1.200 Nm are waiting to be explored and push the heavy luxury glider from 0 to 100 km/h in less than 4.2 seconds. The top speed is only reached at 320 km/h (regulated).

In order to counterbalance those forces, Kicherer has added a high-performance braking system with composite brake discs. And, in order to transform those forces into performance, Kicherer has chosen a sports rear axle with differential lock, a modified translation and a reprogrammed transmission control system. Thus, the Kicherer CL 65 is the perfect incarnation of its three key qualities “elegance”, “luxury” and “force” – a trinity which is much more than the sum of its parts.

www.topspeed.com

Nissan has released images of the new 370Z ahead of its scheduled debut at the Los Angeles Auto Show next month. The successor to the 350Z designed by Alfonso Albaisa (now Vice President of Nissan Design Europe), the new car is an evolution of the design themes first seen six years ago.

The front end design features new headlamps, which mimic those of the new Maxima unveiled in New York earlier this year - a theme repeated in the taillamps. A more pronounced raked air dam feeds air to the larger 3.7-liter powerplant and the lower section of the DLO has also been tweaked, gently trailing downward toward the rear before following an upward sweep to the B-pillar.

Little is known about the new car’s overall dimensions, though we have been told that the wheelbase has been shortened to improve maneuverability. We’ll find out more when we see the 370Z at the LA show.

Consider it to be ill-advised to dismiss the 2009 Toyota Venza as simply a Camry station wagon or just another crossover in a market flooded with crossovers.

Venza isn’t a styling stunner, a high-performance sport wagon or an off-road rally machine. It won’t add considerable volume to Toyota’s sales totals, and it only slightly widens the company’s product portfolio in North America. But the vehicle still represents a major step for the Japanese company.

Why? First of all, this all-new product for Toyota was conceived and engineered in the United States, and it will be produced here primarily for the U.S. market.

Second, despite fits and starts with the Tundra, and setting aside American market bias against station wagons, Toyota rarely stubs its toe when entering a new segment. Venza isn’t expected to garner huge volume right out of the chute. It is slated for about 60,000 sales in its first full year of production.

Previewed as the FT-SX “crossover sedan” concept at the 2005 Detroit auto show, the 2009 Venza goes on sale in early December in the United States, Canada and Puerto Rico. V6 models arrive first, with the full line including four-cylinder cars in January. A gas-electric hybrid reportedly arrives in the 2012 model year, but Toyota hasn’t confirmed that timing.

So what exactly is this Venza–a name Toyota says is an amalgamation of Monza (for its sporting intentions) and Venture (as in the “adventure” of an active lifestyle)? Toyota marketing manager Tim Morrison says some buyers will look at Venza and call it a station wagon–and that’s OK. Others will see a crossover, and some will just view it as a car. In Toyota marketing speak, it’s a “car optimized,” meaning it is roughly 70 percent car and 30 percent sport-utility vehicle, Morrison says.

In reality, Venza draws on the Highlander for its front chassis, MacPherson struts and all-wheel drive and Camry for its center section, and it has Venza-unique parts for its rear third, including a fully independent dual-link MacPherson strut suspension. V6 models come with 20-inch wheels and tires, while four-cylinders get 19s.

In the Toyota lineup, the Venza fits between the Camry and the Highlander, where it has a six-inch higher roofline than a Camry but is six inches lower at the roof than a Highlander. Step-in height is identical to the Highlander’s, but ingress and egress is eased by something Toyota calls a “sweeping rocker” panel that is the same height as the floor and narrower than typical rocker panels.

The net effect is a car/wagon with high sills and a shortened greenhouse, which gives the Venza a stylish but decidedly SUV appearance. Morrison notes that if Toyota merely wanted a Camry station wagon, it could have just boxed in the rear of a Camry sedan. Clearly, Venza is something more than that.

Toyota will offer four versions of Venza, including V6 and four-cylinder models with front- or all-wheel drive with either engine. A six-speed automatic transmission is the sole gearbox. The V6, which Venza shares with the Camry and the Highlander, is a 3.5-liter all-aluminum, four-valve-per-cylinder unit that produces 268 hp and 246 lb-ft of torque. The four-cylinder, a new 2.7-liter bored-out version of the Camry 2.4 liter, also is an all-aluminum, four-valve-per-cylinder engine making 182 hp and 182 lb-ft of torque.

We drove all powertrains, with the four-cylinder AWD model clearly the highlight. The four was surprisingly capable, even at 75 mph on long, uphill mountain grades, where the engine held steady at 3,000 rpm and the transmission never downshifted in search of another gear. Though the V6 is obviously stronger–Toyota says the V6 front-driver will run 0-60 mph in 6.7 seconds (versus 8.8 seconds for the I4 FWD)–unless you need to tow 3,500 pounds (versus 2,500 pounds for the towing-equipped I4). The four is more than adequate for most driving, while providing overall better fuel economy. Regardless of engine choice, we found the electronic power steering far more linear, predictable and properly weighted in the all-wheel-drive models versus a duller, almost chunky steering feel in the front-drivers. And all-wheel drive adds only $1,450 to either sticker.

The five-seater offers reasonable space at each seat position, with substantial rear-seat leg room even with the front seat moved well rearward. Toyota scatters plenty of storage, cupholders and cubbies throughout the cabin, though the sliding front-center console lid and cupholder location seem to function at cross purposes.

All but the base 2.7-liter front-drive Venza with cloth seats come with keyless entry and push-button start. All models come with an array of standard features such as dual-zone climate control, auxiliary audio jack, tilt and telescoping steering wheel, a six-disc audio system, split-folding rear seat with 14-degree rear-seat recline, seven air bags, Hill-Start Assist Control, fog lights and chrome exhaust tips. Two JBL audio upgrades are available, along with a DVD navigation system and rear-seat entertainment system. A rear-mounted backup camera also is an option.

It’s hard to say what Venza really is–car, station wagon, crossover or SUV. But Toyota says what really matters is what the customer sees–and buys.

2009 Toyota Venza

ON SALE: January (V6 in December)

BASE PRICE: $26,695

DRIVETRAIN: 2.7-liter, 182-hp, 182-lb-ft I4; FWD, six-speed automatic

CURB WEIGHT: 3,760 lb

0-60 MPH: 8.8 sec (mfr)

FUEL ECONOMY: 23 mpg (EPA)

It’s a Porsche double-whammy! Thanks to images that were leaked onto the internet when they appeared on Porsche’s online car configurator, We can bring you the facelifted versions of the Cayman and Boxster.

Set to go on sale next year, the new models get subtly tweaked exteriors with restyled headlights, new air intakes and sleek LED tail lights. However, under the skin, there are bigger changes.

Out goes the old 2.7-litre flat-six cylinder engine and in comes a new 2.9-litre unit with 265hp and 300Nm of torque, up 20hp and 27Nm over its predecessor. As a result, expect a 0-62mph in around six seconds for the entry-level Cayman.

A six-speed manual gearbox will be standard, but like the 911, Porsche’s PDK twin-clutch gearbox will be available as an option and thanks to its snappier shift, expect a couple of tenths to be shaved off the 0-62mph time. Other options will include a limited-slip differential (LSD) for the first time too on the entry-level model.

The range-topping S models gets a 320bhp direct injection version of the new 2.9-litre engine, capable of accelerating the Cayman S from 0-62mph in 5.3 seconds, with the PDK-version hitting the benchmark in five seconds dead. Not only do these improvement result in more performance, but they also help to reduce fuel consumption and emissions too.

In addtion, expect a slightly restyled interior with new trim and upgrades to the navigation and entertainment systems.

The waiting is finally over! Auto Express has the first official images of the eagerly anticipated Nissan 370Z.

Due to be revealed at this year’s Los Angeles Auto Show, the car will replace the Japanese firm’s popular 350Z later next year.

Though the car’s official specification has yet to be revealed Auto Express can confirm that the newcomer will offer a welcome performance boost thanks to its 3.7-litre V6 engine.

With around 325bhp on tap – up from 309bp – the car will also offer a semi automatic gearbox and improved rear-wheel-drive chassis.

Prices are expected to rise slightly, meaning entry level models will be available from around £28,500.