Coming to us from the Southwest are these spanking-new spy shots of the upcoming next-generation Porsche Cayenne. Undergoing hot-weather testing in mild disguise, this appears to be very close to the production SUV we can expect to see in dealerships in 2007. Not messing with a good thing–the Cayenne has been a healthy seller since its 2003 inception–the design is more evolutionary than revolutionary, although the update is certainly sleeker. Perhaps the world’s sportiest of sport utility vehicles, the new hot pepper promises even more spice in a smoother, more modern package.

Note the conspicuous, slimmer head- and tail-light treatment and the protruding, more aerodynamic front fascia (the changes are likely to bring the truck in line with the EU’s upcoming new pedestrian-safety regulations). Also visible are vertical turning/parking lamps now integrated into the lower grille pieces. Less obvious but just as striking are details such as the dual exhaust tips now routed through outlets in the bumper, and what looks to be an air diffuser peeking out from the undercarriage. The end result brings this credentialed off-roader’s look more in line with the new 911 and Boxster.

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Details regarding engine and chassis are scarce at this time, but we expect the powertrain choices to remain the same as in the current model.

After the raging success that is the Cayenne–nearly half of Porsche sales now go to the SUV–we can’t blame Porsche for moving to expand its lineup even further. Now, after the more conventional Cayman coupe, the official word is finally out that the boys in Stuttgart are planning a fourth distinct model line–the four-door Panamera.

After the outcry raised over the brand’s decision to market a truck back in 2003, public reaction to this model seems much more accepting–perhaps as a result of the beautiful lines exhibited in the preliminary design sketch released by the renowned sports-car manufacturer. Looking much like a stretched 911, we expect the actual car to be unveiled at Frankfurt’s International Auto Show in September; spy photos have been released but do not reveal much beyond the initial sketch.

Described as the spiritual successor to the much-loved 928, the Panamera will likely use V8 power exclusively. We expect the engine options to mirror those of the Cayenne, including normally-aspirated and turbocharged motors making at least 340 and 450 horses respectively.

Much like Mercedes’ new CLS “four-door coupe,” the Panamera has the silhouette of a sleek two-door, but promises four full doors and space for as many adult passengers. The Panamera will be built by Porsche in a more in-house production process than is used with the Cayenne (sister to VW’s Touareg). Expected to be in production by 2009, the sedan should provide another healthy boost to Porsche sales–they expect to sell as many as 20,000 annually. Porsche has hinted at pricing in the $125,000 to $175,000 range.

I’d never seen a trail like it. After a couple days of melting snow, the mud at the Summit Point Raceway off-road course was soupy and slick, and deep as a moat in places. The rocks looked like boulders, right there in the middle of what was laughingly called a ‘road,’ and the ruts seemed deep enough for small children to get trapped in. An off-road novice, I’d have never dared attempt it, even in an H2. But the Nissan PR folks insisted the new Xterra was up to the challenge–and as it turns out, they were right.

As they should have been. As far as their lineup goes, the Xterra is the SUV for the hard-core. Much like Toyota’s 4Runner, the Xterra is actually superfluous when viewed from a size-and-segment standpoint. With a similar footprint to the crossover Murano (or the Highlander in Toyota’s case), the Xterra exists only to cater to that small segment of the market that actually takes their SUVs far off the beaten track.

During a break, Nissan showed us several new commercials for the new Xterra. If there were such a term as “EXTREEEME ADVERTISING!,” it would apply here. The general idea is that if you’re a high-energy, rough-and-ready sort of individual, you’ll go visit www.newX.com and get yourself an EXTREEEME! Xterra. The EXTREEEME! commercials feature outdoors images and loud rock music to drive the point home. The concept actually turned out to be pretty predictable, but nonetheless, we found it to be, somehow, EXTREEME!ly appealing.

“Research shows 25-30% of Xterra owners take theirs off-road,” according to Xterra Product Planner Jeff Ceccacci. That’s quite a few ticks higher than the average SUV’s stats–but even of those, only a few venture into the kind of muck we did at the 2005 model’s introduction last week. The Xterra is built to handle paths that make most soft-roaders tremble, especially when ordered with the Off-Road package. Available this month, the ’05 Xterra improves upon its predecessor with more room, more power, and more EXTREEEME! utility.

It starts with the powertrain. The beating heart of every ’05 Xterra is the excellent and ubiquitous V6 that lurks under all of Nissan’s best products these days. Displacing four liters and making 265 horses in this application, this motor gives the ground-pounder some serious get-up-and-go. High-tech airflow features include continuous variable intake valve timing and a variable induction system. The 7.3 second, zero-to-sixty time actually does qualify for the “EXTREEEME!” descriptor. With 284 lb./ft. of torque, it’s gutsy and an enjoyable drive on pavement–there’s none of the typical SUV ‘utility-for-performance’ compromise here.

Transmission options include a six-speed manual and a five-speed automatic. While we generally enjoy stick-shifts in our testers, Nissan’s slushbox is no penalty here. With the benefit of removing distracting shifting duties, it’s actually the better choice for off-road adventures, especially with the extra electronic aids.

The Off-Road model is as EXTREEEME! as the Xterra gets. Fog lamps, Bilstein shocks and skid plates are standard. There’s an electronic rear locking differential, and all four wheels feature limited-slip action. Hill Descent Control (HDC) and Hill Start Assist (HSA) are two computer-controlled systems aimed at off-road prowess. The latter holds the Xterra in place on steep hills; the former maintains a comfortable speed when descending steep hills, without brake or throttle inputs from the driver. All Xterras have clean underbodies, with nothing hanging down beneath the frame to get caught up on off-road obstacles. For the same reason, the Off-Road option deletes the side running boards–judging just from our trail experience, they don’t fare well in the rough stuff.

The suspension is set up for rock-hopping. The front setup consists of a double-wishbone and a stabilizer bar. Out back you’ll find basic leaf springs with another sway bar. Nissan’s F-Alpha platform, with a fully boxed frame, gives the Xterra a solid foundation to build upon. Strategically-placed high tensile-strength steel adds to torsional rigidity. The generous 9.5 inches of ground clearance is great when the tarmac’s in the rear-view mirror, but doesn’t bode well for on-road performance. However, the Xterra holds its own here as well, bringing to the table road manners that are easily the equal of many crossover SUVs. Unavoidable in a vehicle meant to handle rough terrain, there is some bounce and a little roughness evident on smoother roads, but it doesn’t get under your skin. We’ve tested many worse SUVs, many far less capable, and in general find the Xterra to be a decent compromise.

Three different wheel-and-tire combos grace the Xterra, depending on trim level. Base models wear 16″ shoes, while the high-end Xterra boasts 265-65 tires on 17″ rims.

With aerodynamics comparable to the sleekest of suburban subdivisions, the Xterra does exhibit some wind noise and suffer some drag. It’s a distinctive look, however–the new model carries on Xterra characteristics like the kicked roof, asymmetrical backlight, the extruded rear panel, etc.–and it practically smells of ruggedness. The new, corporate ‘Nissan face,’ seen on most all new Nissan trucks today, is aggressive. Muscularly flared fenders complete the look, and the satin-finish roof-rack (with the integrated ‘dirty-stuff bin’) bespeak utility as well. There are steps molded into the rear bumper to aid access to the rack, augmenting the ‘form-over-function’ design. Surprising for a vehicle this tall, the Xterra boasts a three-star rating in NHTSA’s static rollover test. Other specific test results were not available, but we’re assured that, like the previous model, they’re all “very good.” All told, the Xterra is as extreme visually as it is in the minds of the marketing department flaks.

Inside isn’t what you’d expect. Not quite the ‘hose-it-out-and-wipe-it-down’ Spartan cave we predicted, it’s actually pretty nice. Controls are heavy-duty and straightforward. Grab handles spout from what seems to be every available surface–not for show, either, as this reporter discovered as a passenger during one off-road run with a trail expert. Room is increased in just about every dimension for the ’05 model. The optional Rockford Fosgate stereo system can be combined with either XM or Sirius satellite radio systems. The choice is yours-depending, I guess, on how you feel about Howard Stern. That stereo is also compatible with MP3 CDs, although an external input (for Ipods or what have you) is at least a year away. ‘Stadium-style’ raised rear seats and a double-decker glovebox are neat features, as are the door-mounted bottle holders and the available fold-flat front seat. (Actually, the nifty folding seat is standard on the Off-Road and SE grade Xterras, as is a first aid kit that fits neatly in the rear-door hump.) Generally, seats are comfortable up front, and moderately so in back; although not particularly supportive. In back, you’ll find the easy-clean surface treatment you’d expect; useful for carrying dirty items. The rear cargo area’s two ‘Utilitrak’ channels have moveable tie-down points, and several other hooks are scattered around the bay for utility’s sake. Bottom line: while entirely functional, the Xterra’s interior is probably the least ‘extreme’ aspect of this Nissan.

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Pricing starts at an EXTREEEMELY! appealing $20,800–but that’s for the base ‘S’ model in two-wheel-drive, manual form. The top-level 4WD SE runs $27,300. Several option packages exist as well, including a recommended $1,000 safety package with added curtain airbags and Vehicle Dynamics Control (VDC). The uplevel stereo is $900, and satellite radio is another $400. The utility package adds another $600 or so, depending on model, bringing the step rails, VDC, the folding seat, the first aid kit and a cargo net.

On the off-road course At Summit Point–often used by military personnel in lifted Jeeps for rough-terrain training–the Xterra proved its ruggedness and poor-weather capability. On nearby roads, the Nissan proved its utility as a commuter as well. Inside, it proved to be a comfortable and roomy environment, as well. If you’re the kind of buyer who needs an SUV’s utility, but still relishes a quick blast down the tarmac–and enjoy a quick jaunt down a rough trail or two, well, the Xterra might just be your vehicle. An all-in-all decent truck, it competes well in its segment, and is surely worth a good, hard look. “Everything you need, and nothing you don’t” is the slogan, and it’s apt. Apt, um, to the EXTREEEME!

Let’s get this out of the way right now. You may see the Buick LaCrosse (stripped-down versions, at least) populating your local rental-car outlet’s lot-but if you’re set thinking about the LaCrosse as a rental-car, you’d better change your perceptions of rental cars. This Buick-maybe for the first time-actually hits the targets set for it by the suits in Flint. It’s quiet, soft, well-made, luxurious-and American-made. It may not set your blood to boiling, but ‘Hallelujah!’ just the same.

We tested the top-rung CXS-level sedan, bathed in an inoffensive but undoubtedly attractive metallic maroon paint and wearing uplevel chromed 17″ rims. The tasteful color accentuates the soft curves of the LaCrosse’s lines. Those lines get better the more you look at them; there’s nothing bold or beautiful here, but there’s also nothing offensive, and it’s a bit beyond the bland modernity offered by other cars in the class. At this end of the luxury family-sedan market, that’s right on the mark.

In a vehicle like this, the comfort, style and luxury-as measured in GPSI, or Gadgets Per Square Inch-of the interior is tantamount to desirability. Buick is lacking somewhat here-navigation wasn’t offered at the time of our test, and the only buttons beyond the usual power controls belong to the driver information center-certainly fun to play with, but essentially unnecessary.

Take a ride in the LaCrosse, and if you’ve been raised on the floaty, un-tethered American land-yachts of yore, you’re in for a surprise. The LaCrosse handles all road surfaces with aplomb, transmitting next-to-none of the evil outside worlds’ lumps, bumps or noise. Solid and smooth, it feels almost…yes! It feels almost European!

Really!

First off, it’s smooth enough to please Buick’s target audience-and honestly, when it’s not accompanied by a floaty, disconnected feeling, smooth is nice! The CXS-special 240-horse V6 is also as smooth as they come-quiet, too-and we all know GM makes a smooth automatic transmission. (The base 3.8-liter V6 is also a smoothie, but as a pushrod motor it’s noisier and at 200 horses a lot less efficient.)

And although it smacks of pure marketing BS, the whole Quiet-Tuning thing-extra sound-deadener, better insulation, and noise-canceling engineering-actually works. This Buick is as quiet as anything we’ve ridden in lately-and that includes some high-dollar rides. Power the window up-you can barely hear the motor-and when the glass makes that “shoop” Tupperware-pop sound, suddenly the outside world is like a silent movie. You can see it, but you can’t hear it. It’s a neat experience, and something luxury-car buyers won’t live without. Buick’s last attempt at this-the Rainier we drove a couple years back-didn’t quite make the cut. The LaCrosse, however, makes up for all that. It’s more of a respite from the daily grind than most living rooms.

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The LaCrosse is available in three flavors; all have basics like power windows, locks and keyless entry, plus a decent 6-speaker CD stereo. The CX is the bargain-basement version, and none was available for testing. It starts at $22,500, and packs the venerable Series II 3800 V6 you’ve probably driven in your Mom’s old Riviera. Stamped-steel wheels with wheel covers and velour seats are the order of the day here. The $25K CXL adds leather seating and niceties like dual-zone climate control and power lumbar. For $28 grand, you get the CXS model, where things get interesting. The “sport-tuned” suspension really firms things up, as we’ve said-and the variable-assist Magnasteer I rack-and-pinion steering is surprisingly accurate. More important, though, is the upgraded motor-the CXS packs the VVT 3.6-liter V6. This motor’s 240 horses and 225 lb./ft. of torque make the LaCrosse competitive with the rest of the market-as long as we’re not looking at HEMIs in the other column.

We applaud Buick for keeping safety items off the option list, here. The El Cheapo LaCrosse comes with airbags in front, at side-impact points, and in the curtain areas in front and back. LATCH child-seat tether-points are included, as is four-wheel ABS and traction control. A year of OnStar’s Safe and Sound package is included as well; which won’t keep you safe but will call you an ambulance if you’re unable to do so yourself after an accident.

It’s pretty much stated right there in the press kit on this car; the Lexus ES330 was the LaCrosse’s development target. Fortunately, Buick’s hit this one right on target. Like the ES-which we tested alongside this one, just to be safe-surprises with its quiet competence, serene luxury and road manners. Still, at $31,995 the LaCrosse competes at a tough price point; the 900-lb. gorilla in which now is the Chrysler 300C. Fortunately, incentives and/or GM’s discount-flavors-of-the-month are sure to apply. If spacious comfort, ease of use and quiet competence is on your vehicle shopping list-and if you’ve got that vague guilt in the back of your mind from not having owned an American car since that bucket-of-bolts hand-me-down your parents gave you out of high school-the LaCrosse is maybe worth more consideration than you thought.