San Francisco–we might’ve left our hearts there, too, but the bigger tragedy by far was the new-for-2007 BMW 3 Series 335i coupe we had to say goodbye to last week. After spending just a couple of days becoming familiar with the 335i twin turbo, we’re missing it more than any old internal organ. The 3 Series Bimmer is heralded world-’round as the benchmark of the entry-luxury class, and it’s clear why from the moment you step into one. The 2007 models have taken everything that made BMW’s reputation in this class what it is, and improved from there. The end result is a sight to behold, inside and out–and an awful hard automobile to walk away from.

Under the hood is where the biggest news sits. Pop the latch on the top-dog 335, and staring back out at you is a 3.0-liter inline six, based on the familiar mill from last year’s car. It’s an all-aluminum affair, with the VANOS variable valve timing. Sitting atop that familiar sight, though, is a pair of serious-looking Mitsubishi turbochargers-the likes of which haven’t been seen on any US-bound auto wearing the propeller badge in 25 years. The added aspiration adds up to 300 horsepower at 5800 rpm, and just about the flattest torque curve you ever saw, with all 300 lb.-ft. on tap from 1400 all the way up to 5000 rpm. The effect is like putting a finely-honed welterweight on steroids–all the smoothness and sublime response is still there, but with a new veneer or pure power as well. From a standing start, the 335i makes it to 60 mph in a scant 5.3 seconds (.2 seconds more for an automatic).

Read the full car review BMW 335

When one thinks back to the “muscle car” era, it’s hard not to include the Super Sport (SS) models from Chevrolet in those thoughts. Since 1961, Camaros, Chevelles, Novas, El Caminos and other models, including the Impala, have worn this coveted badge.

Back in the 60s, having a SS model meant you had the tools to do battle at stoplights and at the drag strip. These were true performance machines, with packages available that could push ratings up to 425 horsepower. Special springs, shocks and brakes, and unique styling cues rounded out the enhancements on these popular models.

Liability concerns, high insurance rates and the energy crisis emasculated the performance and desirability of muscle cars during the late 60s and early 70s. In fact, the last Impala SS of the muscle car era was the 1969 SS427 big block. The 80s saw “performance” versions of “muscle cars” from American manufacturers that with a few exceptions were mere shadows of their former selves.

Fast forward to 1994, the year Chevrolet decided to resurrect the Impala SS with a car worthy of wearing the vaunted moniker. The 1994-1996 Impala SS was a huge car, based on the rear wheel-drive (RWD) Impala/Caprice “B” platform popular with taxi cab, livery and police car fleets. But this was no pedestrian vehicle. Using police package mechanicals as its base, the Impala SS was outfitted with larger brakes, dual exhaust, increased cooling capacity, a high-output electrical system, suspension upgrades, and a limited slip differential. With a retuned Corvette/Camaro LT1 5.7-liter small block V8 as standard equipment, the SS made 260 horsepower and an impressive 330 pound-feet of torque.

Outside, the new Impala SS differed from its base stablemates with special paint and trim. Aluminum wheels with 255 section rubber gave the SS a hunkered down appearance. Interior treatments bearing the SS logo were also standard.

It’s safe to say that GM had a huge hit on their hands with the SS. Starting modestly with just over 6,000 units sold in 1994, the SS model accounted for nearly 42,000 sales in 1996.

Then, in a decision that had many scratching their heads, Chevy parent General Motors pulled the plug on all of its B platform RWD models. The switch to front wheel-drive (FWD) was on. The new cars featured better packaging and fuel economy, but high-horsepower technology had not yet caught up to FWD platforms, so the Impala SS was dead again.

That was until the introduction of the 2006 Impala SS. The new model marks the first use of GM’s Generation IV small block V8 in a front wheel drive Chevy. Making 303 horsepower, the new Impala SS moves out with the same authority that would make its ancestors proud.

When the new SS arrived in my driveway for a week of testing, I was immediately impressed with its looks. Wearing gorgeous black paint, a rear spoiler, and shod with high polished 18″ wheels and 235 section performance tires, it looked ready to rumble. And rumble it did when I fired up the 5.3 liter “Displacement on Demand” engine with dual, stainless steel exhaust. With the exception of the mild cam timing on the ’06, one would be hard pressed to tell the difference in sound between this new SS and the monsters of the muscle car era. Chevy’s Displacement on Demand technology deactivates four cylinders when the SS is not being asked to perform at a serious level to help conserve fuel. I don’t think I ever got into four-cylinder mode as this is a car that enjoys being pushed! Engine power is channeled through a four-speed automatic transmission, and handling is enhanced with an upgraded suspension.

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Inside, I found things I liked, and things I did not. The Impala SS is well equipped, even at the base level. Seating is comfortable and leg and headroom sufficient front and rear. I really like GM’s use of friendly computer technology on some of its vehicles, including the SS. A comprehensive trip computer can give you tire pressure readings on all four wheels, let you know condition of your engine oil, and give you a host of other parameters. Audio and cruise control functions can be adjusted on the steering wheel or on the center console display unit. The dashboard is well laid out, but could benefit from the addition of performance gauges such as oil pressure and a voltmeter. The area surrounding the center console audio and HVAC unit is very impressive. Controls are laid out symmetrically, and are very easy to use. High-quality materials, including rubber, chrome, LED displays and plastics are a part of the quality equation. The ice-blue LED display lighting looks terrific at night. Quality, textured faux aluminum trim adorns the dash and doors. Dash top plastic is of high quality, but lower dash and lower door panel plastic used on the SS is not in keeping with the quality of the rest of the car. It’s hard, and it’s cheap. It looks like it’s out of a Chevy Chevette. It’s not a lot to complain about but it nearly ruins an otherwise terrific application of interior materials. Rear seat cushions flip forward in the SS, allowing the seatbacks to fold flat into the floor, giving the Impala SS wagon-like cargo room. The seatbacks are not lockable though, a compromise in security if you need to store valuables in the trunk.

On the road, the SS is ready to run. Launch it at a stoplight, and you will chirp the tires until standard traction control takes over. It runs hard, and sounds terrific doing so. Ride quality is firm but very comfortable. Urban streets are no problem for the SS. It’s also very quiet when it needs to be. If you are not opening all of the runners on the intake manifold, the Impala SS’ cabin could be used to escape in quiet bliss. That is, until you fire up the optional ($495) Bose eight speaker sound system. XM Satellite Radio is available, but was not an option on my tester. Optional, heated, leather seating surfaces were $1,125 and a power glass sunroof added $900 to the SS’ very reasonable $26,330 base MSRP. Destination and options brought the final tally to $29,610. A good deal indeed.

Fuel economy estimates are 18 mpg city, 28 highway. I never saw numbers close to 28 mpg, but again, I was having too much fun listening to the V8′s sweet song. A huge plus is the Impala SS burns regular gas.

I’m glad the Impala SS is back. It’s a solid performance value at a great price.

Cars, like everything to a woman, can be seen as an accessory, and as soon as I stepped up into the 2006 Nissan Xterra, I wanted it to become part of my life as much as I wanted the latest line from COACH. From the sporty interior to the key not coming out if you were not in park to the six-CD changer, I was sold on the Xterra.

As a 5’4″ 100 pound girl, I usually get lost in SUVs and have to sit way to close to the steering wheel where the airbag would do more damage then help. However, in the Xterra, I did not feel like I had to compromise my safety thanks to the eight-way seating adjustment options. I was also pleased to see that the center console offered removable cup holders (which is a wonderful perk when you are drinking three lattes a day and leaks are commonplace) in addition to built-in cup holders in the side door pockets.

I have become accustomed to driving a manual, and, quite frankly, prefer it to an automatic for quick acceleration. But, the 5-speed automatic Xterra again did not let me down, and definitely felt faster than most bulky SUVs coming off the line. The brakes also responded well to quick stopping without feeling like the weight of the SUV was going to continue even when you slammed on the breaks. When off-roading, the Xterra performed without feeling like driving a tank, which you generally find when driving midsized to large SUVs in this day.

In addition to an addiction to expensive purses and nice shoes, I also like extreme sports and getting my hands dirty. I wasn’t worried about fitting everything in the SUV for the barbeque and possible campout. The Xterra not only had ample back space (with a hidden cargo space where you could put wet/dirty items), but also had extra space on the roof. I had the opportunity to take the Xterra for a bit of off-roading in the George Washington National Forest

I drove down for Washington DC to the James Madison University area for an adventure. I was surprised with my gas mileage on the trip, using about a fourth to a third of a tank of gas for at least a 130-mile trip. With the cruise control options on the wheel, I was able to sit back and relax on the two-hour drive back. Another surprise was the lack of the large blindspot that usually accompanies large vehicles. I was also able to successfully parallel park and fit into tight spaces, which is a feat for me in a small car, let alone a SUV, which is a plus in a college town where parking is a luxury.

I picked my passengers and guide wisely. My guide, a car buff with a truck that was wider than my Xterra, who had lots of experiencing off-roading and another friend. I had my boyfriend and the only girl who was brave enough to go. The third truck, two other guys with car and off-roading experience followed me. With that, two trucks and the Xterra headed into the woods, and only one truck and the Nissan made it to our final place. I was surprised with how well the Xterra handled all aspects of the trip. Even I, a novice at the off-roading driving was able to successful maneuver all obstacles without over-correcting, ripping something off of the bottom of the car (thanks to the skid plates) or putting a scratch/dent on the car.

I also did not have to worry about the worst-case scenarios because Nissan had already thought of that. There was a First Aid kit, full-sized spare tire, additional airbags for rollover incidents, and a tow hook, in case, for some unknown reason, I would need a tow. After reading more information on the Xterra, I was further at ease after seeing all of the air bags, crumple zones, seat belt options etc, and knew that if Murphy’s law occurred, I would be protected.

After going through the mud, between trees that only had inches of clearance on either side, through a river and ruts feet deep, we arrived in a pseudo clearing where we set up camp. Unfortunately, the grill, still a bit dirty from its last use, had tip during the journey, but luckily, the back was designed for easy cleaning, and I was able to wipe the ashes and dust up within minutes.

We set up the grill and started barbequing. Thanks to the XM radio in the Xterra, we had good music with the back hatch opened. The hatch open and the cargo space emptied out also provided a place to sit comfortably. After the bugs came out, sleeping out there was out of the question and we made the trek back to civilization. Thanks to the sporty fabric and removable mats, I was able to clean up the mud without a problem, much like the easily cleaned cargo area. Coming back in the dark, I was glad to have the stereo controls on the wheel, so I did not have to battle with my passengers for volume control etc.

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Overall, the Nissan Xterra was the perfect car for any driving; to and from class, to get groceries, and to take on road trips (both standard and off-road). My biggest disappointment was not having the Xterra during snowboarding season because I would have had enough space for my board, gear, and friends with the confidence that I could make it up the mountain in the bad weather.

San Francisco–we might’ve left our hearts there, too, but the bigger tragedy by far was the new-for-2007 BMW 3 Series 335i coupe we had to say goodbye to last week. After spending just a couple of days becoming familiar with the 335i twin turbo, we’re missing it more than any old internal organ. The 3 Series Bimmer is heralded world-’round as the benchmark of the entry-luxury class, and it’s clear why from the moment you step into one. The 2007 models have taken everything that made BMW’s reputation in this class what it is, and improved from there. The end result is a sight to behold, inside and out–and an awful hard automobile to walk away from.

Under the hood is where the biggest news sits. Pop the latch on the top-dog 335, and staring back out at you is a 3.0-liter inline six, based on the familiar mill from last year’s car. It’s an all-aluminum affair, with the VANOS variable valve timing. Sitting atop that familiar sight, though, is a pair of serious-looking Mitsubishi turbochargers-the likes of which haven’t been seen on any US-bound auto wearing the propeller badge in 25 years. The added aspiration adds up to 300 horsepower at 5800 rpm, and just about the flattest torque curve you ever saw, with all 300 lb.-ft. on tap from 1400 all the way up to 5000 rpm. The effect is like putting a finely-honed welterweight on steroids–all the smoothness and sublime response is still there, but with a new veneer or pure power as well. From a standing start, the 335i makes it to 60 mph in a scant 5.3 seconds (.2 seconds more for an automatic).

BMW’s sheetmetal artists went with the same ‘building upon excellence’ motif. This car is obviously a BMW, and clearly the descendant of the 3 Series two-doors of yore. Down to the C-pillar’s ‘Hofmeister kink’ framed in chrome. Yet compared to the outgoing models, the 2007 affects an air of graceful nobility; more graceful and sleek than it ever was. It’s a good-looking car, for sure; we prefer the looks of this model to even the four-door.

Traditional BMW touches mark the car’s interior as well; the tri-spoke steering wheel, sparse black center stack and brushed-aluminum trim wouldn’t be in any other car. Even iDrive has trickled down into BMW’s bread-and-butter machines (those with GPS, at least)–thankfully after enough R&D time has lapsed for the engineers to have gotten this control system (closer to) right. What we’re most excited about, though, is the new touches BMW saw fit to equip the 3 Series with. At night, the ambient lighting in the doors, for instance, gives the impression that you’re sitting in a much more expensive car; it seems too rich a touch for a $41,295 machine. Close the door, and another new nicety presents itself, in the form of a robotic arm motoring the seatbelt to within easy reach. Even the back seat is much improved–not just in passenger space, of which there is now enough for an average-sized adult to sit comfortably; but in luxury as well, with a full-length center console and temperature controls for the rearmost passengers.

Speaking of the steering wheel, automatic cars get cool column-mounted shifters that we found just about perfect for snapping up and down through the STEPTRONIC 6-speed transmission. On the whole, in fact, the slushbox is a honey of a tranny–although we still prefer the six-speed manual.

No matter how one prefers to stir through the gears, however, the suspension offerings present only one real option for true drivers. The 335 gets it outright; 328 owners have to pony up extra for the uprated springs and stabilizer bars of the ‘sport’ setup. It’s well worth it, though.

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Depending on model and suspension package, wheels are either 17″ or 18″ in diameter; the 17s wear 225/45 all-season rubber, while the 18s get much more aggressive tires measuring 225/40 in the front and 255/35 out back. Active steering is optional, with DSC standard all around.

Overall, the BMW 3 Series has succumbed to the same growth pattern that all new cars seem to suffer from today, with the 328 weighing in at around 3400 lbs., and the 335 at almost 3600. Fortunately, the coupes are lighter than their sedan counterparts–albeit a rather measly 22 lbs. less. Still, we respect BMW’s attention in this area–witness the composite-plastic they used to mold the front fenders. Due to such nifty weight-saving touches, the 335i boasts a weight distribution ratio of nearly 51/49 front/rear; the 328i coupe actually scores a point better.

328s get their motivation from a similar 3.0-liter aluminum inline six, minus the turbos, of course, and with some magnesium in the metallurgical mix. Output on this engine is rated at 230hp at 6500 rpm, and 200 lb.-ft. of torque at 2750. BMW claims acceleration times of 6.2 seconds for 328s with the manual transmission, and 6.8 for the automatic. Our preference is obviously for the more-substantial 335–but starting under $36,000, the 328i makes a case for itself as well. Xdrive all-wheel-drive is also available in the 328, although it adds a couple grand to the pricetag, and a few tenths to the 0-to-60 times.

So it’s official, then–the 2007 BMW 3 Series Coupe is as good as it should be, and better than ever. We’d crown both the 335 and 328 as the reigning benchmark kings without hesitation.

After spending lots of quality time with our 2006 Nissan Titan long-term tester, we’re prepared to say that from the C-pillars back, it’s currently the most innovative full-size truck on the market this side of a Chevy Avalanche.

In addition to the unique Utili-track system in the bed, which makes tying down motorcycles a snap, the tailgate is just the best we’ve ever seen. It’s lockable, and can be opened with one hand, both commendable attributes. But the clincher is what Nissan calls “dampening assist” – basically a spring-loaded mechanism that eases the tailgate down without drama, regardless of how hard you drop it. So if your hand slips, or is just too weak to handle the tailgate on a full-size truck like this, have no fear. Dropping the gate on any other truck ensures a loud bang and startled bystanders, but the Nissan Titan produces only a slight hissing noise – and inevitably, double takes from your buddies.

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One other thing we feel compelled to mention about our Titan test truck is the common-sense approach Nissan has taken on the issue of satellite radio. Most manufacturers have elected to plop strangely-shaped, body-colored antennae on the roofs of their cars. However, the Titan’s Sirius antenna is located inside the car, tucked in next to the rear-view mirror’s mount on the windshield where a parking-garage transmitter or SmartTag might go. It’s still a big ugly box, but it’s the best solution that we’ve seen to this aesthetic issue. Hats off to Nissan for addressing what is admittedly a strictly aesthetic, car-guy nit-pick.

Here are another 30 pictures of the new 2007 BMW 3 Series Coupe. We added pictures of a Silver 328 Coupe and an Interlagos Blue 335i.

Here’s a link to the full photo album of all 2007 BMW 3 Series Coupe Pictures.

The launch of BMW’s new twin-turbo 335i is the opening shot in a new German horsepower war. However, this war is not being waged between the major German manufacturers, but within the confines of BMW’s own stable.

The 335i feels very quick to us, and should easily beat BMW’s predicted 0-60 time of 5.4 seconds. Its torque curve is a work of art, with peak torque on tap as early as 1400 rpm! The car boasts 300 horsepower and 300 lb-ft of torque, which BMW touts as a “+75 hp and +86 lb-ft improvement over the 2006 330Ci.” But what’s really got us on the edge of our seats is how the 335i will stack up against the 2007 M3, which will sport a V8 for the first time in 3 Series history. When tuners finally get their paws on the new twin-turbo six, any BMW model not packing a V-10 is going to have a real fight on its hands.

With the V8 M3 evolving into a more direct competitor to Porsche’s 911 and Audi’s RS4 as well as Mercedes-Benz’s CLK550, the 335i is well-positioned to succeed its big brother as the top dog of inline-sixes. The inline-six and the 3 Series have been inseparable longer than this writer has been alive, and we at Roadfly applaud BMW for continuing that tradition with the new 335i.

Follow this link for BMW Car Pictures (Photography by: Alex Stack) Over 100 pictures of the new BMW 3 Series Coupe, the 335i Twin Turbo.

Join the Discussions in the Roadfly – BMW 3 Series Forum. (The largest 3 Series Forum in the world!)

We here at Roadfly are happy to announce our new long term road test section. We’ve been entertaining you with our short term tests and reviews for years now, but a week-long impression of a vehicle can’t really give you the full story on it.

Now we’re going to tell you what it is like to live with selected car and truck models for a full year. We’ll give you the good, the bad, and everything inbetween. We’ll tell you the kinds of things you only discover after living with a vehicle day in and day out.

Our first long term test vehicle is the Nissan Titan Crew Cab pickup. This Japanese entry into the full-size crew cab market is taking on Detroit’s “Big 3″, and we’re going to tell you how it stacks up.

Rather than traditional print media long term updates which you might only see twice in a year of magazines, you’re going to see updates to our long term tests whenever we have something significant or interesting to share with you. You’ll get to experience each car and truck as we experience it, day in and day out, in Roadfly’s new long term road test section.

To read the full press release go here: Roadfly Launches Long-Term Road Tests Editorial Section.

Here’s the link to our logbook of Long-Term Road Test Vehicles.

One of the features of our Nissan Titan that we have found to be unexpectedly useful is the Utili-track bed system. With a name like Utili-track, you might think that this is simply one of a long list of features attached to the window sticker of a truck by some marketing type.

Wrong. The Utili-track bed system is something we wish would be on every truck. It is a sliding rail system accommodating a variety of OEM and aftermarket accessories which can lock into the four lengthwise rails and one horizontal rail. Rather than having to stretch bungee cords to the far corners of the truck to tie something down, we can just slide the Titan’s adjustable cleats to where we need them, lock them down, and have a secure tie down in minutes.

Even better are the plethora of items which have been made to work with this system. From bicycle fork mounts to sliding floor trays to toolboxes to motorcycle wheel chocks to bed extenders, the myriad of possibilities for the Utili-track system continue to impress us.

Nissan is a gutsy brand, overall–willing to take chances that other automakers would have rejected as too risky within the first committee meeting. Look at the 350Z, the Spec-V sedans, or even the alternatively-styled Quest minivan. We credit this audacious attitude with starting the V6 horsepower wars in the midsize sedan class–which we’re all reaping the benefits of, now. Remember, it was the Altima’s 240-horse 3.5-liter that started it all, forcing Honda, Mazda, and even staid Toyota to follow suit by stuffing muscular sixes into their previously bland bread-and-butter cars, just to compete.

Nissan showed the same sort of cojones when they brought the Titan to market. The last bastion of “Big-3”-style Detroit domination, the full-size truck market had been looked upon by pretty much everybody as domestic-only territory. Toyota had made a half-hearted effort earlier, but wasn’t having much success. The conventional wisdom held that nobody here would buy a “real” truck built by foreigners, and that the Japanese didn’t have the experience in the field anyway.

Nissan solved that first problem by building the Titan in Canton Mississippi, with American labor. And the second problem? They licked that one by building one heck of a truck.

Faithful readers will recall our previous encounters with the Nissan Titan. We gave it the usual once-over back in 2004, and found it impressively competent. Then, several months back, we flogged several 4×4 Titans through one of the most challenging off-road courses in the country, and came away doubly impressed with its capabilities. Now, we’ve added a 2006 Nissan Titan SE 4×4 Crew Cab to our long-term fleet, to see how it handles the really rough stuff–living with us. As seriously discerning automotive experts, we’ll be putting this puppy through its paces, and reporting back to you on it all.

Follow this link to read the full review of the 2006 Nissan Titan.

Certain cars, trucks and SUVs are just too important, interesting, or plain good to cover comprehensively in our standard one-week test format. That’s why Roadfly is establishing a long-term fleet–with the gracious cooperation of the manufacturers. We’ll be subjecting these vehicles to a full year of real-life assessment, evaluating how they perform when the novelty wears off.

We’ll be living with these long-term testers as if they were our own, and bringing you updates on their performance, functionality, and reliability every couple of weeks.