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Nissan claims its little Frontier pickup has “class-leading” off-road capability-but pretty much every truck manufacturer makes those sorts of claims. Now, we’ve been mightily impressed with Nissan test products before, but our inherently skeptical natures still prevent us from taking any brand’s words at face value. Especially when we’d just finished flogging the big-dog Titan around the hills and dales of Texas’ Bridgeport Recreational Park-how could this mid-size hauler have anywhere near the capability of that machine?

Turns out that, while it might not have quite the same ground clearance or heft as its bigger brother, the Frontier comes awful close in almost every aspect-and it proved itself to be perhaps even more fun in the rough stuff. Nimble is one word that springs to mind; where the Titan is more like a Sherman tank, the Frontier feels like a desert Hummer-quick and light on its feet.

Which is not to say the Frontier suffers in the numerical ratings. The midsizer’s ground clearance is an impressive 10.1 inches at the rear axle-down just two-tenths from the Titan, and up a good half-inch over the Toyota Tacoma. Approach and departure angles are rated at 32.6 and 23.3 degrees respectively. The rubber on the Frontier LEs we tested was 265/65 on 17-inch rims; interestingly, the high-performance NISMO model wears 16-inchers and 265/75 tires, presumably for better off-road ability. Perhaps the best number, though, when it comes to the Nissan Frontier, is 265. That’s the horsepower rating of the brawny 4.0-liter V6; it bests not only every other V6 truck, but even tops the Dodge Dakota’s V8 as well. Torque is an equally-impressive 284 lb.-ft.

Some other pertinent numbers regarding the Frontier: Five is the number of gears in the automatic transmission in most of our testers; it’s sourced from the Titan and thus probably bulletproof. 1,552 lbs. is the payload capacity, with towing rated at 6,500 or 6,300 with the King or Crew Cab. 15/20, which is the EPA mileage rating. 154, which is the horsepower rating of the standard 2.5-liter four-cylinder-we didn’t drive it, but it’s said to be the most powerful truck four-banger, too. $15,900 is the pricetag on the base-model XE, with the I4 and two-wheel-drive; the sticker on out loaded LE and NISMO testers was about $25,000 (figure about $2,500 extra for the Crew Cab). And one more number we liked a lot: 380, which is the wattage of the high-line Rockford Fosgate 6-disc stereo system.

The best thing about Nissans, though, is that they’re not only impressive on paper. The Frontier is a blast off-pavement; it runs like a 350Z on monster tires. Eager, agile, and responsive, this truck encourages you to push the envelope beyond what you’d normally think is possible. We climbed up hills that seemed sure to flip us end-over-end back downward, and descended similar grades that we would’ve thought too steep to traverse without rappelling equipment. Never once did we lose traction, and never once did the Frontier put a paw wrong. Awesome.

Nissan had brought along a few manual-transmission-equipped NISMO models, too; the six-speed stick is otherwise only available in SE guise. Off-road, it not only gave better acceleration, but also better control-plus, it’s good for a couple m.p.g. We’re on record as being staunch stick-shift supporters anyway, but our appreciation for manual gear control was only heightened in this hot-rod pickup.

Speaking of that NISMO model, we were impressed by the amount of content it adds, for just a couple hundred bucks more than the LE. Special Bilstein shocks and skid plates are included to make the off-roading a lot more fun and safe for your powertrain, and an electronic locking rear differential adds noticeable traction. The suspension and traction control systems are also specially tuned for off-road prowess by the Nissan Motorsports guys, too.

We tested Frontiers with and without the available Hill Start Assist and Hill Descent Control electronic systems, and we’d recommend them to any buyer who expects to do some serious off-roading (or who lives in San Francisco). HDC allows you to descend sheer peaks without worrying about correct application of the brakes; the ridges we were taking on were a lot less nerve-wracking when we didn’t have to worry about stopping too abruptly and losing traction or being too judicious with the brakes and plummeting downwards at light-speed. HSA keeps the truck from rolling backwards without applying the brakes or accelerator; we found it made our ascents much smoother.

We were obviously pretty busy paying attention to our surroundings, but we can report that the Frontier scores points in the interior department as well. Every switch and control was ergonomically correct, and handy storage cubbies, like the 1-liter bottle holders in the doors, abound. Even more storage space hides in boxes under the rear seats, and the front passenger seatback folds down to create a workspace. There’s even a dual glove box, which sorta mimics the rear-hinged back doors in the clamshell-like way it opens. Utility out back is improved with an available spray-on bedliner and the handy Utilitrak system from the Titan.

All in all, we were mightily impressed with the mid-size Nissan pickup. It’s attractive, rugged, practical, powerful, inexpensive and well-sorted.

At first, we weren’t particularly interested in the announcement of an all-new crossover SUV–the 2007 Mazda CX-7. A new car-based ‘ute is about as rare as a Hollywood wedding. Mostly, they’re ungainly, unexciting vehicles that trade the stability and light weight of a car for extra cargo room and ground clearance that nobody uses. A few high-end crossovers do emphasize the Sport in SUV–Range Rover Sport, ML55, X5, etc.–but in the meat of the market, there’s not much to get our blood boiling.

When we heard the CX-7 would be powered by a 244-horse turbo, however, our ears perked up. After all, Mazda is known for injecting a bit of “Zoom-zoom” philosophy into nearly every vehicle they build. And when we saw that curvy body, we relented, and decided to take a look at what we fervently hoped would not turn out to be just another family hauler with no soul.

Short story: it’s not. The CX-7 proved itself to be one of the liveliest crossovers in the $24-30,000 range. In fact, Mazda says that it was consumer feedback that inspired them to build it; their research concluded that crossover owners liked the utility of their SUVs but were under-whelmed with the performance and handling. Willing to trade attributes like ground clearance and cavernous cargo room for more speed, stability and styling, these respondents said they wanted “an SUV with the soul of a sports car.” (Although why such consumers didn’t scrap SUVs altogether remains unexplained.) If any manufacturer was suited to fill that niche, Mazda was it–and thus the CX-7 was born.

Like many recent models from the Ford/Mazda/Volvo/etc. family, the CX-7 originated with the commendable Mazda6 chassis. Also derived from that model, the front suspension is a McPherson strut setup; the independent multi-link rear design evolved from the Mazda5 design, however. Stabilizer bars are fitted at both ends. The end result is a five-passenger vehicle that’s 12 inches longer than the Tribute and much more car-like in demeanor. (Mazda further stressed that, contrary to popular belief, the upcoming 7-passenger CX-9 is not a long-wheelbase CX-7. They say the 9 will be 16″ longer–same as an Audi Q7–and also based on the Mazda6 chassis, but shares little with this model.)

Mazda stylists had an essentially clean slate to work with, aiming for a sleek, sporty, yet sturdy look, while retaining brand continuity. The fruit of their labors is, we think, a rather appealing piece. The prominent fenders and bold air intake convey a muscular, brawny impression, while details such as the grille shape and clear-lens cylindrical taillights are reminiscent of the vaunted RX-8 and Miata sports cars. It’s certainly distinctive, and doesn’t offend the eye like some recent envelope-pushing SUV designs have. If anything, we wish the wheels–standard 18-inchers–were bigger or somehow more aggressive; the flared fenders demand visually-impactful rolling stock. On the whole, the CX-7 may be the best-looking sport-styled SUV on the market when it goes on sale in May.

Of course, the competition is never far behind. For instance, fresh redesigns of the Mitsubishi Outlander and Suzuki XL7, debuted at the New York Auto Show, feature cutting-edge styling as well.

Fortunately, Mazda isn’t relying on looks alone to best their rivals–the CX-7′s powertrain promises a driving experience that feels just as sporty as the exterior looks. A turbocharged version of the excellent Mazda 2.3-liter four-cylinder is the centerpiece, featuring direct injection and an intercooler (innovatively placed on top of the motor). This motor puts out 244 horsepower, while its small size and lightweight construction aid in the CX-7′s overall balance. Torque is impressive, too, with a broad plateau of pulling power that peaks with 258 lb.-ft. at 2500 r.p.m.–99 percent of which is available to the hp peak of 5000 r.p.m. With a 6600 r.p.m. redline, this MazdaSpeed6-derived powerplant boasts quick power delivery and almost imperceptible turbo lag.

Backing up the engine is a standard six-speed automatic transmission with manu-matic capability and ventilated disc brakes measuring 11.6″ up front, with dual-piston calipers, and 11.9″ at the rear. All trim levels come with ABS, Electronic Brake-force Distribution (EBD), brake assist, Dynamic Stability Control (DSC) and a Traction Control System (TCS). An Active Torque Split all-wheel-drive system, which distributes power from 100/0 to 50/50 front/rear, is optional. AWD subtracts only 1 m.p.g. from the CX-7′s city rating of 19; highway mileage is 24 m.p.g. regardless.

Behind the wheel, too, the CX-7 hits its target–although we weren’t sure it would. An initial stretch of poorly-banked freeway exposed significant body lean, and after several miles we had almost written off the CX-7, impressive specs aside, as just another pretender. As our route became more challenging, though, this Mazda came into its own. It settles in well, slicing through both sweeping high-speed curves and sharp, tight turns with impressive agility. The wide tires (235/60-series rubber is standard) and AWD give prodigious grip, which we only exceeded–to the point of activating the electronic safeguards–once. As we got comfortable, we found ourselves charging down unfamiliar roads at speeds we never would have attempted with other so-called “sporty” crossovers–and grinning all the while. Aspiring challengers will have to work hard to best this baby.

We weren’t thrilled with the exhaust note, however. Unobtrusive at normal engine speeds, at high revs it lacks either a resonant rumble or whining turbo timbre–instead there’s a rather nasal clatter that’s certainly loud but hardly befitting of a sporting machine.

The CX-7′s hefty steering feel does evoke athleticism, though, but the effort it requires might frustrate some. With a 15.8:1 ratio and a mere 18.7-foot turning circle, it’s certainly more sporting than the typical SUV’s over-assisted feel–but the frequent adjustments we found ourselves making at freeway speeds pushed the CX-7′s rack-and-pinion system a notch or two below perfection. Brake force is outstanding, however. The CX-7′s binders bite in initially like a man just off a hunger strike, yet pedal modulation is easy and the overall action is smooth. Our electronic gear measured the CX-7′s stopping distance at a remarkable 117 feet from 60 to 0. We liked, and felt safe with, the CX-7′s whoa-power enough to really flog our tester, subjecting it to a half-hour of serious heel-and-toeing through some of Virginia’s best back roads. By the time we hit highway again, the brakes had faded almost entirely, along with our adrenaline reserves. (We aren’t complaining, however, as any production car would exhibit similar diminishment under such conditions.)

Of course, the CX-7 wouldn’t be a real Zoom-zoom Mazda without some stirring speed. As noted, the 244-horse turbo proved torquey yet responsive; mash the throttle in any gear at any speed and response is nearly instantaneous. We clocked a rough zero-to-sixty m.p.h. time of 7.5 seconds, averaged over a few runs on the flattest stretches we could find during our drive. That slots the Mazda neatly between its stated competitors–about a half-second behind the new V6-powered Toyota RAV4, but at least a full second above the Honda CR-V. In fact, the CX-7 is just a tick behind high-end sporty crossovers like the Infiniti FX35 or Lexus RX400h, and well ahead of the Nissan Murano.

That 6-speed tranny deserves credit for the CX-7′s snappy response and respectable acceleration, too. A gear or two ahead of most rivals, this unit shifts quickly and intelligently. At a calm cruise, it’ll hang in 5th gear–but it’ll downshift the instant you hit the go-pedal. You’ll never miss a hole in traffic, and you’ll never lug the engine up even the most sudden of hills. We never even needed the manu-matic gate; although we appreciate that it holds gears even at redline and provides split-second shifts, the transmission’s logic in Drive was responsive enough.

As a family vehicle, the CX-7 doesn’t cater only to the driver, however. The interior is contemporary, but relaxed and comfortable. Seats are well-bolstered but not tight up front, and roomier in back than most. Total passenger volume is 98 cubic feet, with over 39′ of headroom front and rear (less with moonroof) and shoulder room lists at 58′/56′. Leg room, too, is plentiful, with 42′ up front and 36′ in back–enough for a six-foot editor to sit behind himself comfortably. The 60/40 split rear seats don’t recline, but are angled better and contoured deeper than others in the class.

One trick feature in the CX-7 is the remote latch for folding the rear seats. A cable-operated, door-handle-like lever, it’s accessible from the rear hatch. Either side can be flipped forward without walking to the side of the vehicle–and without expensive motors or electronics. Cargo space increases to 59′–double the 30′ available with seats up.

Our testers were both top-line Grand Touring models, stickered at $26,300. A front-drive Sport model can be had for $23,750, but you lose the leather upholstery, heated seats with power adjustment for the driver, heated mirrors in body color, and the retractable cargo cover. The mid-level Touring model, at $25,500, adds those features, but lacks fog lights, automatic & adjustable Xenon HID headlights, electroluminescent gauge lighting, automatic climate control, ambient interior lighting, outside temp display, and folding mirrors. In addition to all those goodies, our GT testers were equipped with the $1,700 AWD and a $1,585 package with the moonroof and an audiophile-quality Bose stereo with 9 speakers and a 6-disc CD changer.

We also sampled the $2,420 Technology package, which includes the moonroof and Bose audio and adds a navigation system, rear-view camera, keyless entry/start and a perimeter alarm. The touch-screen nav system appears to be sourced from the same vendor Lexus uses, and thus is among the most intuitive on the market. The rear-view camera, which automatically displays in the nav screen whenever you’re in reverse, aids in parking and not crushing small children. And we especially like the keyless system–entering and leaving a car without ever fumbling for keys looks pretty suave, and push-button starters just look cool. We’re ambivalent about the actual transmitter/”fob” Mazda uses, however; it’s credit-card-sized but too thick to add to our already-spine-bending wallets.

A loaded CX-7 tops out at $32,005–notably less expensive than the upper echelon of the competition. Base models, at $9,000+ less, stack up well against the cute-ute segment. Nevertheless, what puts the Mazda over the top is the driving experience. Others might match the CX-7 in a category or two, but we’ve never driven any small-to-midsize SUV with such frisky DNA.

We know an executive or two in Detroit who’d like to, but there’s really no denying that with the Titan, Nissan has finally built a real, competitive, full-size truck. We’ve tested it in our usual week-long way before; puttering around town, flying down freeways, and hauling whatever home-improvement detritus we’d been putting off dealing with for as long as the fleet was full of sports-cars and such. Now, though, we’ve had a chance to evaluate the 2006 Nissan Titan in a seriously harsh off-road environment-and as you’d expect, it proved to be an entirely different animal when released into the wild.

Our last Titan had an upscale, Infiniti-like interior-and a highway ride to match. It was as civilized, or more so, than any other full-size pickup we’ve ever reviewed. And it was powerful; the 5.6-liter V8 pumps out a considerable 305 horsepower and a class-leading 379 lb.-ft. of torque. None of this is meant to imply that the Titan didn’t seem tough-just that its real strength wasn’t required at the time.

Having run several Titans through the hills, boulder-strewn flats, and muddy ponds of the 900-acre Bridgeport Recreational Park, we can say we’ve finally explored the limits of the Titan’s robust, rugged nature.

We had fun doing it, too.

Under the Titan is a fully-boxed steel ladder frame, with 8 welded crossmembers. The enclosed framerails lend serious stiffness, and are matched by few competitors in the segment-the 8 crossmembers are matched by none. All this adds up to one serious stiff chassis-we were amazed at the utter lack of body flex or audible Torsional protest, even when we had the thing articulated in ways no experienced off-roader would probably have tried. Hooray for solid engineering-this is one pickup that won’t, even after 30 years of rough duty, exhibit that tell-tale “I’ve been abused” bend between the cab and bed.

Titans also boast Dana axles front and rear, plus variable-rate leaf springs in back and a double-wishbone front suspension. Rear-wheel-drive, four-wheel-drive high, and 4WD low are all selectable by a switch on the dash-as is a electronically-locking rear differential. Off-road prowess is further augmented by limited-slip at all four wheels, Rancho shocks, and class-beating 33-inch tires on 17″ alloys. Skid plates protect the delicate bits, and the pertinent numbers read an impressive 10.3 inches for ground clearance, 32 degrees for approach, and 28 for departure angle. Basically, there’s no factory-stock pickup on the market that can out-explore the Titan. We literally tried to get one hung up somewhere, or to make something break-and we could not. We crashed down onto loveseat-sized rocks, ran through footwell-deep water, and climbed hills that seemed sure to tip us over-and never once lost traction, stalled, or heard even the slightest “crack.”

These days, though, all that would be pretty meaningless if the Titan’s interior didn’t rank as a nice place to be. Fortunately, this is also one comfortable, well-equipped truck-and thus should meet the expectations of American pickup-buyers who have lately come to expect living rooms on wheels. In fact, Titan boasts 126 cubic feet of interior space-more than any competitor. The rear doors open a convenient 168 degrees wide, and the seats back there split and fold in 60/40 fashion. Second-row head- and leg-room also bests all other pickups. Seating, too, is comfortable and sturdy-feeling, whether you’ve got the leather-equipped high-end model or the base-version cloth. And maybe best of all, in this high-tech era, the Titan can be had with a kickin’ six-disc Rockford Fosgate stereo and XM’s NavTraffic navigation system.

Even the bed has been thoughtfully engineered. The Utlilitrak rail system is much stronger and handier than similar cargo-tie-down setups we’ve seen. The bedside lock-box is pretty neat, too. Especially appreciated is the assisted tailgate, which is damped to avoid crashing down or agonizing lifting. A 12-volt outlet in the bed, a standard factory bed-liner, and entry lighting add to the convenience factor. With all that, the Titan still can tow an outstanding 9,500 pounds with the five-speed automatic tranny in Tow Mode! (Or 9,400 lbs. for Crew Cab models; the Tow Package, with trans temp gauge, is required, too.)

Since the Nissan Off-Road Experience was, after all, in Texas, Nissan also trucked (heh!) out a special Texas Titan model for us to check out. Making up a third of Titan sales in the Lone Star State, it features special star badging and floor mats, as well as chrome on the mirrors, step-rails, and unique 18″ rims. Note to Detroit: Nissan is NOT being subtle here; they want a slice of that last market!

Also of note: Flex Fuel Titans can run on renewable E85 fuel, and cost not a penny extra to buy.

A few more notes from our drive time with the Titans: Compared to the Frontier mid-size pickups also on hand, the bigger Titan is smoother, but somewhat less nimble. The locking rear diff really does provide excellent traction, and the optional Hill Descent Control (HDC) made even the scariest down-slopes idiot-proof. For all that stability, though, sideways action was just a flip of the 4WD/2WD switch away. We definitely enjoyed the Rockford Fosgate stereo, too-it not only kicks ass, but it’ll vibrate the heck out of yours if you’ve got the bass cranked up. Finally, we noted that the hard plastics Nissan used in a few interior spots were very good for cleaning up messes, but kinda bad for smacking your head on. (OK, maybe we shoulda had that seatbelt on.) Bottom line, the Nissan Titan is a seriously capable truck; not just in the day-to-day drone of everyday life, but in pretty much any part of the American outdoors. What more could you ask for?

Upper-crust, Anglophile auto-lovers were initially introduced to the ragtop version of Bentley’s immensely popular Continental GT (the GTC-clever, no?) at the 2006 Chicago Auto Show. Even from the pictures, it was easy to fall in love. However, now that the New York Show has come and gone, we’ve had our chance to see and touch this piece of automotive jewelry-and it just makes us want one more.

The GTC is the fourth new model debuted since the 1999 renaissance of the Bentley brand (thanks to VW). Bentley Chairman Franz-Josef Paefgen and Design Chief Dirk van Braeckel-suspiciously non-English-sounding names-explained how the new convertible fits into the Bentley strategy; it slots in between the Continental GT and the Arnage sedan in this top-shelf lineup.

The technical details will have to take the place of an initial drive impression. Fans will be happy to know that power remains courtesy of a 6.0-liter twin-turbo W12, up a tad to 560hp. That’s enough horses (not to mention 479 lb.-ft. of torque) to push this convertible to sixty in 4.8 seconds, and hit a top speed of 195 m.p.h.-or 190 with the top down. The GTC thus joins a rarified group of supercars that are even capable of such velocity-basically a couple Ferraris and such. Further, the GTC is alone in the class of four-seat drop-tops capable of those numbers. The transmission remains a paddle-shifted, six-speed automatic.

The GTC retains a few old-school touches. Take a look at that soft-top-several layers of cloth and a glass rear window in the grand old tradition, not one of those trendy new folding hard-tops. Moreover, the tonneau is constructed of the finest (probably hand-stitched) cow-hide. Fortunately, the days of snapping those annoying covers are past-the GTC’s is automatically deployed.

All-wheel-drive remains standard, and Bentley says the convertible’s chassis, designed as a drop-top for Day 1, is about as stiff as the GET coupe’s is, roof or no. Torsional stiffness is said to be at 30Hz, which is impressive. Changes were made, however, to the rear air suspension, to address space and noise issues. Thinner front seat-backs add a smidgen more room in back, too. Otherwise the interior is essentially unchanged-walnut inlays, billet brightwork, and leather galore.

A rollover-protection system is fitted, with pop-up steel hoops and a stronger windshield frame. All the extras only add a couple hundred pounds to the package, however.

We expect the first dealer deliveries of the GTC to begin around October. Pricing has not been announced, but figure on several percentage points to be tacked on to the coupe GT’s tag. Still, that’s an awful lot of power, prestige, and pure exclusivity for appreciably less than $200 grand.

Infiniti, the once-underdog Japanese luxury brand by Nissan, finally showed us the long-awaited revamp to the BMW-challenging G35 sports sedan. After being teased with various sexy coupe concepts, then, can we be forgiven when the four-door production model is finally final but we can’t see much difference?

We don’t intend to offend the Infiniti folks, nor do we mean to say the new G is unattractive. We always liked the way the G looked, and we understand that sedans, with their wider target markets, can’t be as extreme as coupes can. And yes, there are certainly noticeable changes to the 2007 model, notably the bulging hood, swept-back cabin, and a new body-side character line. Still, we’d have to describe the look as evolutionary-and we look forward to the (assumedly) more-assertive coupe to come.

Less unexpected is the comprehensive upgrade to the G35′s interior. The dash is more organic, with illumination now in an attractive white/violet combination. Plastics and other materials seem much improved, and we look forward to the next-generation navigations system, with XM’s NavTraffic real-time info. New, too, is the addition of a push-button start system. Even the redesigned steering wheel, with audio and cruise controls, is notably nicer.

What’s also nice is Nissan/Infiniti’s improved 3.5-liter V6. Eschewing the industry trend of upping displacement to gain power, the G’s engineers instead refined 80 percent of the engine’s internals and reduced restriction on both the intake and exhaust sides. It’s good for a significant bump in power, to “more than 300″ horses (final figures to come).

The redline has also been bumped up, by 900 rpm-as has compression, by three-tenths of a point. Transmission choices remain the same, although the optional five-speed automatic gets magnesium paddle shifters. That slushbox is also made crisper by virtue of Downshift Rev Matching and Adaptive Shift Control; the standard six-speed stick-shift makes you think for yourself.

Chassis improvements include track width gains of nearly an inch, and structural rigidity that eclipses the last model. The all-round independent suspension has had its geometry tweaked in the name of nimble-ness.

Four-wheel anti-lock disc brakes are augmented with Brake Assist and Electronic Brake force Distribution (EBD). Your poor driving skills are even further mitigated by at least eight airbags and active headrests. All-wheel-drive remains an option-thus creating the G35x model designation-for those who want yet another measure of stability.

The awd versions, however, cannot be ordered with G35 Sport equipment, which is a shame. We expect the stiffer suspension, limited-slip differential, sport seats and 18-inch rims with 225/50 front and 245/45 rear rubber to be a popular option among serious drivers.

And the G35 has always been-and from all appearances remains-a car for serious drivers. If the rumors that some are whispering about now-namely that pricing is slated to remain on par with the 2006 Gs-the 2007 G35 will be a serious value, too. We’ll know for sure sometime prior to the November delivery target.

Recalling the good-but-not-so-old-days of the Z3 hardtop’s unexpected debut, BMW “surprised” us in New York (and Detroit and Chicago and Geneva and so on) by “unveiling” a fixed-roof version of the funky Z4 roadster.

Well…yeah. Even if BMW didn’t claim that they never planned to build it, we saw this coming months ago-and not just when hardtop Z4 “concepts” began making the show-circuit rounds in January. After all, the rigidity of a hardtop makes for a much more sporting machine-and sporting is what BMW does best.

Scratch that-Sporting is what BMW’s M division does best.

Applying the M treatment, and the hardtop, to the Z4 roadster does several good, sporting things. Firstly, it saves hundred of pounds of weight-down to 3100 lbs. Secondly, it stiffens the chassis and suspension to the point of rapturous road feel. And best of all, that ten-thousand-dollar M badge on the decklid comes with a 330-horse/269-lb.-ft. 3.2-liter inline-six straight out of the old M3, giving sub-5-second zero-to-sixty stats.

The base Z4 Coupe continues with the 255-hp 3.0-liter-itself no slouch-but misses out on the stiffer M suspenders and other goodies. That model hits 60 m.p.h. in 5.7 seconds.

BMW did actually surprise us with the visceral nature of the cockpit of the new Z4 and Z4 M Coupe, however. We were positively thrilled to see a good old six-speed manual tranny fitted to this car, and active-steering/handling gadgets were conspicuously absent. What’s more, the addition of the hardtop to the Z4 roadster’s design is also surprisingly well-executed. While the old Z3 Coupe had cult appeal, the 2007 Z4 and Z4 M Coupe are downright attractive. The sloping hatchback adds a measure of sleekness to the overall look (although trunk space is still not plentiful).

The M’ed Z4 Coupe wears unique 18-inch alloys, with 225/45 rubber up front and 255/40 meats out back. Chromed dual exhaust tips are another nice touch. Figure on this top-of-the-line two-seater running around $50 large, once production starts in June.

First it was mp3 music, then it was Hollywood movies and now it’s editorial content. Editorial content which is blatantly stolen via RSS/XML feeds. What’s with all this stealing? Just because it’s there doesn’t mean it’s free to be stolen.

We recently modified the Roadfly Terms of Service to more clearly explain that commercial businesses can’t take our RSS/XML feeds, automatically scrape out the content they like and then republish or distribute it as their own.

The wild, wild west Internet along with Google’s AdSense program has spawned a cottage industry which builds web sites using other people’s copyrighted content and then republishes it as thir own. These unscrupulous webmasters publish their website and then generate AdSense ad revenue from Google. The Google AdSense example is most typical and most talked about but there are also big businesses that do it. Big businesses that use robot technology to harvest or scrape copyrighted information from our pages. Companies that build entire business models around stealing via RSS or web crawlers. We are working to put a stop to it and so far it looks like our efforts are working.

You’re probably wondering why this topic made it onto the Roadfly Corporate Blog in the first place. Well there are two reasons, one is that it gave me the chance to rant and the other is to help bring the illegal practice more negative attention.

Our software developers (headed by the uber-genius himself Alan Riley) are in the process of enabling RSS/XML feeds for all the content on Roadfly. We first RSS enabled our car classifieds about a year and a half ago. A few months ago we enabled RSS on our car reviews, feature articles and other editorial content. We’ve also RSS enabled our car picture galleries which we include in our car reviews, etc. Over the course of the next few months we’re going to gradually enable RSS/XML feeds of our forums and all of our other content.

Knowing that we are syndicating nearly all the valuable content on Roadfly didn’t sit well with Alan and me. And, you know what our copyright lawyer the famous Steve Trattner had to say. So in addition to RSS enabling all of our content we are building monitoring tools to keep an eye on the content thieves.

The scrapers have been noticed all over the net because they’re doing some pretty bad things. In plain English they’re stealing copyrighted work. They know what they are doing and most of their legal deptartments turn a blind eye. They tell the boss “let’s see how long we can get away with it.”

Well Roadfly for one isn’t going to sit on the sidelines and be a victim. We’re watching the thieves and building walls. Stay tuned for more.

The Roadfly editorial staff gets invited by auto manufacturers to various driving events around the world. Sometimes they’re exotic locations like South Africa or maybe the mountains of Hawaii and other times they’re right here in the good ole US of A. Bein’ as how we’re all just a bunch of good ole boys there’s nothin’ that gets us as excited as playing with Nissan Trucks in the dirt and mud of the Texas plains.

Click the link to read the article Max Farrow wrote about The Nissan Truck Off-Road Experience

(Left: Max Farrow, Right: Charlie Romero)