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.

SPECS
ON SALE: Now
BASE PRICE: $21,320
DRIVETRAIN: 4.6-liter, 248-hp, 294-lb-ft V8; RWD, four-speed automatic
CURB WEIGHT: 4,743 lb
0-60 MPH: N/A
FUEL ECONOMY (EPA): 16 mpg

After years of slowly dwindling sales, the Ford F-Series ceded its long-held top spot in May in dramatic fashion. Skyrocketing prices at the pump pushed most new-vehicle buyers into Honda showrooms in search of fuel-sipping Civics, while the F-Series dropped to an unheard-of fifth spot on the list of best-selling vehicles. The environment for truck sales has only continued to crumble beneath its wheels in the months since.

But the F-Series has recouped its king-of-the-mountain status, aided in part by exhausted inventories of smaller, fuel-efficient cars, plateauing fuel prices and generous incentives, but that’s little comfort. It is, after all, a much smaller mountain these days, and while projections for 2008 calendar-year sales of the venerable truck put it over the 500,000-unit mark, that’s a far cry from the nearly 1 million F-Series trucks that Ford sold at its peak.

Eroding sales also forced Ford to delay the launch of its new-for-2009 F-150. As mounting stocks of the 2008 model clog dealer lots, Ford pushed back to this month what should have been a summer debut for the new truck.

Yet those opting for the 2009 F-Series shouldn’t be disappointed. Ford has made a number of significant changes to the truck, making it not only more powerful, less polluting and lighter on fuel but also easier to live with for those who like both their towing and their technology.

For starters, powertrain choices will look largely familiar to most truck buyers, with a trio of eight-cylinder gasoline engines available at launch. Top-line models will have a 5.4-liter, three-valve Triton V8, tuned for the new truck to turn out 320 hp at 5,000 rpm, with 390 lb-ft of torque available at 3,500 rpm. That’s up 20 hp and 25 lb-ft over the 2008 model’s output, largely attributable to less exhaust back pressure and what Ford calls open valve injection, a strategy that also reduces the engine’s emissions. Moreover, Ford has made the 5.4-liter flex-fuel-capable for the first time in the F-Series, meaning that it can run on gasoline or a blend of gasoline and up to 85 percent ethanol.

Replacing the 4.2-liter V6 in entry-level models is a 4.6-liter, two-valve Triton V8, formerly the midrange motor, producing 248 hp at 4,750 rpm and 294 lb-ft of torque at 4,000 rpm, eclipsing the six-cylinder’s output by 46 hp and 34 lb-ft while returning the same fuel economy, an EPA-estimated 16 mpg.

The new entry in the powertrain lineup shows up in mid-level models: a 4.6-liter, three-valve V8 good for 292 hp at 5,700 rpm and 320 lb-ft of torque at 4,000 rpm. As with the 5.4-liter, the three-valve 4.6-liter relies on open valve injection, and both three-valve motors use a new, fuel-efficient six-speed automatic in place of the outgoing five-speed transmission. The base 4.6 two-valve V8 sticks with the four-speed unit it paired with in the outgoing model.

Ford says the entire powertrain lineup boasts an average 1-mpg improvement compared with the 2008 F-150, though the real economy boosters–diesel and turbocharged direct-injection EcoBoost gasoline engine offerings–won’t make their way underhood until 2010.

Besides power and torque, Ford beefed up all aspects of the F-150 that real truck buyers will care about, starting with a fully boxed frame that the automaker says features 10 percent better torsional rigidity than the outgoing model. The stiffer frame helps to increase towing and payload capacities, which, depending on configuration, can reach upward of 400 pounds more than in the comparable 2008 model. And Ford says that every cab style can now tow at least 11,000 pounds.

In addition, tow-friendly electronics such as Advance-Trac traction control with roll stability control come standard, while trailer-sway control, rearview camera and a factory-installed integrated trailer-brake controller are all available.

These refinements in body structure and electronic controls make a marked difference behind the wheel and in a variety of driving situations. Despite a slight increase in wheel articulation, which gives the F-150 even better off-the-asphalt chops, body roll is controlled and predictable through both long, sustained cornering maneuvers and emergency lane changes. And over choppy surfaces, the truck handles impressively, the back end kicking out minimally over the most aggressive road surfaces, with obnoxious washboards soaked up as well as we’ve experienced in a truck. We think the truck’s ride is its most impressive improvement.

Most surprising, however, was how quiet the cabin remains, how remarkably isolated passengers feel from road noises–especially in new-to-the-family Platinum trim.

The grille immediately sets the Platinum-trim trucks apart from lesser F-150s, with its mesh inserts of satin-finish aluminum. But it’s the additional sound-deadening material that keeps out even more noise than with other F-150s. Inside, Platinum trucks get 10-way power captain’s chairs dressed in leather, with extra-fancy ash-wood and brushed-aluminum accents, while outside are unique 20-inch standard wheels in a 16-spoke polished design, all for a starting price worthy of its name: $41,415.

Buyers can choose from three cab styles (regular, SuperCab and SuperCrew), four box lengths and seven trim levels (XL, STX, XLT, FX4, Lariat, King Ranch and Platinum). The permutations come to 35 different mix-and-match scenarios, and in each, Ford has made better use of the space–from its longer, more user-friendly center console to its 30 storage bins–and has made interfacing with the truck’s controls and gauges easier. And Ford continues with the innovations to the truck’s bed, too, with a retractable box-side step joining the tailgate step and stowable bed extender.

Then there’s the 2009 F-150 SuperCrew. Ford stretched its longest cab an additional six inches, giving rear-seat passengers more legroom and increasing interior cargo capacity. Flipping the second-row seats up against the front seats reveals a flat floor and 57.6 cubic feet of space behind the front seats.

As with much of the Ford lineup, the 2009 F-150 gets the automaker’s proprietary Sync system, which allows for voice-controlled access of vehicle communications and entertainment options, even plugged-in MP3 players and mobile telephones. A navigation system is optional, but as with all types of add-ons, you can check too many boxes and watch an otherwise reasonable base price of $21,320 quickly bloat–and who needs another economic stressor right now?