尼尼老弟:下次要買火車時,我會找你.nicholas 寫:學長可以完全不裡我咧~~~
ACURA MDX還是LEXUS RX350？
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Re: ACURA MDX還是LEXUS RX350？
以上兩款ZDX和X6都不是我夢想中的車誒！
掀背對我而言 就是應該小小的 像 PRIUS或INSIGHT一樣
我見過ZDX的實車很大台歐 適合馬大學長家族！X6對我而言車體太高了！
請看下方轉載英文車與人雜誌（Car&Driver）的簡介
Accord那台好像小點 實車？還沒看過啦！
2010 Acura ZDX
This X6-fighter will vie for a slice of a still-undefined niche.
BY STEVE SILER, PHOTOGRAPHY BY CHRIS MONROE, CARPIX, AND THE MANUFACTURERS April 2009
A few weeks after Acura released a series of teaser images, Acura officially pulled the wraps off the concept version of the ZDX crossover at the 2009 New York International Auto Show. Interestingly, the previously released teaser shots actually show early production lighting elements, rather than those found on the NYIAS concept, but we’re told that, other than the lights, there are few changes between the concept and the ZDX that will roll into Acura showrooms this fall as a 2010 model.
Designed by 28-year-old Michelle Christensen (who was only 25 when she penned the first version of the vehicle), the five-passenger ZDX is based on the MDX platform and will be positioned above that seven-seater as a flagship within Acura’s lineup. Although Acura claims that the ZDX will introduce “an entirely new category of luxury vehicle,” no one will be able to help comparing it to that other four-door coupe crossover thingy, the BMW X6, although the ZDX’s ride height is markedly lower. Still, like the X6, it is none too dainty at 192.6 inches long, a vast 78.5 inches wide, and 61.8 inches tall. There are 108.5 inches between the centerlines of the 19-inch wheels, which are shod with 275/40-series Michelin Latitude tires.
Acura confirms that it will be powered by the same 300-hp, 3.7-liter V-6 that powers the MDX. The six will be mated to an all-new six-speed automatic with steering-wheel-mounted paddle shifters. It will, of course, come standard with Acura’s nifty Super Handling All-Wheel Drive system.
The interior of every ZDX will feature leather seating surfaces, and occupants will get plenty of light from above via the standard full-length glass roof. For lane changes—which undoubtedly will be hampered by those huge C-pillars—the ZDX will offer a blind-spot information system, as well as a multi-angle rear-view camera, surround-sound audio, navigation and, we imagine, a whole lot more if it is to, as Acura claims, achieve “a whole new level of prestige” for the brand. Customers will be able to see for themselves when the ZDX goes on sale this winter.
2010 Acura ZDX - First Drive Review
Acura goes a little, well, funny in the head. And we don’t mind.
BY EDDIE ALTERMAN August 2009
Specifications
VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
ESTIMATED BASE PRICE: $44,000
ENGINE TYPE: SOHC 24-valve V-6, aluminum block and heads, port fuel injection
Displacement: 224 cu in, 3664cc Power (SAE net): 300 bhp @ 6400 rpm Torque (SAE net): 270 lb-ft @ 4600 rpm
TRANSMISSION: 6-speed automatic with manumatic shifting
DIMENSIONS: Wheelbase: 108.3 in Length: 192.4 in Width: 78.5 in Height: 62.8 in Curb weight: 4450–4500 lb
PERFORMANCE (C/D EST): Zero to 60 mph: 6.7 sec Standing ¼-mile: 15.3 sec Top speed (governor limited): 130 mph
PROJECTED FUEL ECONOMY (MFR’S EST): EPA city/highway driving: 16/22 mpg
The Acura ZDX is endearingly weird, the sort of vehicle you might expect Citroën to produce, were it still doing business in America and hoping to slake our countrymen’s thirst for an all-in-one crossover/sports coupe/sedan/SUV. What the ZDX is not, philosophically, is a Honda. “This isn’t the old Acura way of ‘Honda Plus,’” says Acura’s executive vice-president John Mendel, and indeed, this thing is seriously out of compliance with the Honda ethos. The ZDX trades efficiency and rationality for a big ol’ bag of interesting.
It’s a five-door fastback that seats two to three fewer occupants than the MDX and Honda Pilot SUVs on which it’s based. It tows as little as a Honda CR-V (1500 pounds). It has less cargo space than the subcompact Honda Fit. Acura wanted to create a sporty coupe, so naturally it, um, gave it heavy running gear and lifted its center of gravity?
Maybe we’ve had our defenses broken down by the begrudgingly excellent BMW X6, but the ZDX starts to make sense once you drive it, especially in its element, i.e., the winding coastal roads of northern California or the snowy passes of Tahoe. This is a vehicle for those well-tanned, Cialis-addled boomers you see frittering away their early retirements on winery tours, decorator consults, and elective surgeries. In other words, the kind of people a maitre d’ seats us far away from.
It’s a low-stress machine. Though it feeds an ample 300 horsepower from its 3.7-liter V-6 through Acura’s new six-speed automatic transmission and its torque-shuffling SH-AWD system, the ZDX’s dials are angled toward luxury rather than sport. True, it does have an optional sport mode (part of the Advance package), which livens up steering effort and damper response. But there remains a tendency for the ZDX to worry itself around corners, not providing the steering feedback and off-center torque buildup you get in the MDX. The brakes are easy to predict, though, and the vehicle stays composed through hard bends and over broken roads, thanks to the Advance pack’s magnetorheological adaptive dampers.
The ZDX’s exterior is deeply alluring and reconciles, finally, Acura’s new “shogun warrior” styling theme. Its long panoramic glass roof terminates in a transom window set between the ZDX’s ultra-wide, sculpted hips. The interior, though difficult to access through the rear doors, is roomy and filled with high-quality touches—loop carpet, a strut-equipped cargo-bin lid, and leather that feels like it slid off a side of Wagyu beef.
Coming to market nicely loaded—a roughly $3500 Technology package adds nav, an eight-inch display screen (a camera with rearview-mirror-integrated display is standard), and ELS audio; the Advance pack offers all that, plus stuff such as blind-spot warning and adaptive cruise for about another $2000—the ZDX will start around $44,000, sitting, pricewise, between the MDX and the RL. It will offer 15,000 or so empty-nester MDX buyers a way to stay in the Acura brand without having to resort to driving a sedan. Because that would be far too rational.
2010 Honda Accord Crosstour
Flagship or spaceship? Honda shows us the funky, big-boned hatchback that will top the Accord range.
BY STEVE SILER, PHOTOGRAPHY BY MICHAEL BALISKY AND CHRIS DOANE FOR BRENDA PRIDDY & COMPANY AND THE MANUFACTURER September 2009
We’ve finally received the first set of images of the 2010 Honda Accord Crosstour, the upcoming plus-size hatchback to be positioned above the Accord sedan and coupe this fall as the flagship of the range.
Although Honda has yet to provide complete product or technical information—aside from the fact that the 3.5-liter V-6, which makes 271 hp in the Accord, will be standard and all-wheel-drive will be available—it is clear that it wanted to make the vehicle’s close relationship to the Accord clear at first glance. Riding higher than the sedan, the Accord Crosstour greets the world in a big way, its front-end graphics virtually the same as those of the four-door, only magnified about one-and-a-half times. The profile of the vehicle follows the same thick-body/slim-greenhouse trend that picked up steam a few years ago when the Chrysler 300 and Dodge Magnum were launched. Completely unexpected, however, is the Chrysler Crossfire–like negative-to-positive body crease that leads into the Crosstour’s muscular gluteus. That’s some real style from a company that usually shies away from controversy.
But controversy it will stir, especially on account of Honda’s decision to make the Crosstour a rakish hatchback and not a more conventional wagon as with its main competition, the Toyota Venza and Subaru Outback. The sloping back end appears to blend bits of the Honda Insight and the Porsche Panamera (neither a cause célèbre of rear-end styling), but that said, we think it is better looking than either of those cars. Indeed, there are lots of clever tricks in the bodywork to mask the height of the rear end—the spoiler appears to be chest high—but as with the Insight, the tall tail should impart the Crosstour with both spectacular aerodynamic properties as well as a nice tall cargo area. Unfortunately, it also necessitated one of those annoying split-surface rear window treatments that kill rearward vision.
Honda promises the Crosstour will retain the sort of interior space we’ve come to love in the Accord sedan—indeed, the identical styling of the front-row space will have drivers feeling like they are driving a lifted sedan, which they sort of are. The relatively generous roofline ought to keep it from flattening back-seat hairdos the way the similar Acura ZDX does, although it appears in photos that the wheel wells may intrude somewhat into rear-seat space. Levers mounted just inboard of the hatch drop those rear seats flat for increased storage, and an underfloor storage bin helps boost cargo space, too. Honda is quite proud of the dual-sided panels that allow the choice between carpeted and hard-plastic load floors, but we’re just worried about the front half of the cargo area, which boasts no such versatility and is therefore vulnerable to muddy load shifts.
Buyers Coming Back to Earth—Literally
Why does this car exist? Honda appears to think that buyers are really over trucks, and the more carlike, the better, even when it comes to crossovers. "Our concept is to broaden the appeal of the Accord lineup by leveraging traditional Accord strengths of fun-to-drive performance and handling while also adapting to dramatic shifts in the light truck marketplace," said Erik Berkman, vice president of American Honda. "The Accord Crosstour accomplishes that by offering a modern interpretation of a CUV while integrating the refinement and efficiency of a premium sedan."
We won’t argue with that sort of thinking. But we’ll see how well Honda accomplished all of its goals—particularly the “fun-to-drive-performance and handling” bit—once we spend some time behind the wheel.
2010 Honda Accord Crosstour 4WD - Short Take Road Test
Honda compromises the Accord in search of more versatility.
BY MIKE SUTTON November 2009
Highs and Lows
Highs: Still a sweet-driving Accord, now with nearly twice the cargo space.
Lows: Questionable looks, no four-cylinder option, and why does an Accord wagon have to weigh two tons?
Specifications
VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
PRICE AS TESTED: $36,930 (base price: $34,730)
ENGINE TYPE: SOHC 24-valve V-6, aluminum block and heads, port fuel injection
Displacement: 212 cu in, 3471cc Power (SAE net): 271 bhp @ 6200 rpm Torque (SAE net): 254 lb-ft @ 5000 rpm
TRANSMISSION: 5-speed automatic
DIMENSIONS: Wheelbase: 110.1 in Length: 196.8 in Width: 74.7 in Height: 65.7 in Curb weight: 4068 lb
C/D TEST RESULTS: Zero to 60 mph: 7.2 sec Zero to 100 mph: 18.6 sec Zero to 120 mph: 30.6 sec Street start, 5–60 mph: 7.5 sec Standing ¼-mile: 15.6 sec @ 92 mph Top speed (governor limited): 121 mph Braking, 70–0 mph: 187 ft Roadholding, 300-ft-dia skidpad: 0.80 g
FUEL ECONOMY: EPA city/highway driving: 17/25 mpg C/D observed: 21 mpg
Honda pumped up the Accord into large-car territory in 2008, once again improving the perennial 10Bester’s refinement and packaging without diminishing its dynamic excellence. Now the Accord Crosstour wagon joins the lineup for 2010, demonstrating that Honda is willing to sacrifice that trait, along with the sedan’s already questionable looks, for greater functionality.
Accord-Plus Package
Sharing the Accord’s chassis, as well as its optional 271-hp, 3.5-liter V-6 and five-speed automatic—a four-cylinder isn’t offered—the Crosstour is Honda’s answer to vehicles such as the Toyota Venza and the Subaru Outback, which offer all-wheel drive and squeeze the better part of a crossover’s five-door utility into a lower-profile wrapper.
It certainly looks like an Accord inside, mostly because it shares the same instrument panel. But the Crosstour is far more spacious, with 26 cubic feet of cargo room behind the second row—the sedan’s trunk holds 14 cubes—and the area is nicely finished with loop-pile carpet, release handles for the rear seats (cargo space expands to 51 cubic feet), and a removable storage bin under the floor that could double as an ice chest for tailgating.
The narrow, split-glass hatch, however, impedes rear visibility and must be manually opened and closed. Its canted design combined with the sloping roof also limits interior volume, with the more squared-off Venza and Outback both offering 34 cubes behind the second row and about 70 with the rear chairs stowed. Rear-seat headroom is adequate for six-plus footers.
Accord-Minus Result
Despite the added, albeit compromised, utility, the exterior shape that allows the extra room is difficult to swallow. The styling is bulbous and frumpy and makes the Crosstour look like a supersized Insight hybrid on stilts. And it’s not light; about 300 pounds more than a V-6 Accord to start and an additional couple hundred pounds for all-wheel drive, which overtaxes the CR-V–size brakes under heavy use.
With steering that’s not as crisp, as well as a loftier perch and larger tires on 17- or 18-inch wheels, the Crosstour is no Accord sedan on the road. But it is not completely sensory depriving like most crossovers. That’s because it is a wagon, and it retains most of the sedan’s overall composure.
Although the five-speed automatic lacks the extra cog of the Venza and the manumatic-shifting mode of nearly everything else, it’s been programmed to hang on to gears longer when the stability control system's wheel-speed sensors detect you’re pushing the vehicle through corners, or when going up or down steep grades. While the Crosstour’s 1500-pound tow rating provides it with enough utility to haul a couple of jet skis, its six inches of ground clearance mean it won’t get over much more than a small snow drift.
We recorded a 7.2-second 0–60 dash and a 15.4-second quarter-mile run at 92 mph with the Honda, which are respectable numbers but only slightly quicker than those of the lighter Outback with the optional 256-hp, 3.6-liter flat-six (7.4 and 15.7 seconds, respectively). A Venza with the 3.5-liter V-6, all-wheel drive, and an additional 127 pounds to lug around, however, is more than a half-second quicker in both measures and can stop from 70 mph in 18 fewer feet (169 versus the Honda’s 187).
Competitive But Compromised
Honda expects to sell about 40,000 Crosstours annually to empty-nesters who are averse to bulky crossovers yet still need some versatility. Billed as the premium model in the Accord range, prices start at $30,380 for front-drivers—about three grand above a V-6 Accord sedan—and approach $37,000 for one like our test car, with all-wheel drive and navigation. Comparable Venzas and Outbacks both top out similarly, but also offer four-cylinder options for thousands less, and the Subaru includes standard all-wheel drive.
Fuel economy just one or two mpg less than an Accord V-6’s should help with Crosstour sales—we averaged 21 mpg with our tester, which has a city/highway rating of 17/25—but a conventional Accord wagon likely would have served the same role. And would have looked better doing it.
2010 BMW X6 M - Road Test
Ironmein: We subject BMW’s latest M-spawned monster to a triathlon and find that 555 horsepower can change opinions about fat SUVs.
BY JOHN PHILLIPS, PHOTOGRAPHY BY AARON KILEY August 2009
When folks first happen upon BMW’s peculiarly proportioned X6, they can’t get over its skyscraper butt. Many can’t get around it, either. Were you to walk into the X6’s liftgate at midnight outside the Sidetrack Tap, the thing would nail you not in the gut but in the Adam’s apple. But we’re not here to dissect styling. The proposition before us is power. One would have thought that the 400 horses under the hood of the X6 xDrive50i might have been sufficient. BMW’s M division didn’t think so. And thus we have the X6 M depicted here, which is to the evolution of SUVs sort of what the appendix is to the evolution of Homo sapiens.
To the 4.4-liter V-8, the ever-tinkering Bavarians have added new pistons, cylinder heads formed of the same material used in their diesel engine, a new intake manifold, a crossover exhaust manifold that connects both cylinder banks, a finned aluminum oil pan, altered cam timing, and two new twin-scroll turbos that provide max boost of 17.4 psi, which ought to Chernobyl just about anything made of aluminum. And there are even larger intercoolers in the grille, which look like the air inlets for the Pentagon’s backup generator. This particular recipe yields 555 horsepower and 500 pound-feet of torque rolling out as early as 1500 rpm. Which should be fun. On the other hand, Frisbee golf is fun. But does anyone take it seriously?
What, exactly, do you do with a vaguely nonsensical 555-horse SUV? Our answer: Subject it to a nonsensical vehicular triathlon.
______________________________________
Triathlon Event No. 1: Drag Racing
BMW swore that our X6 M was a burgundy cannonball in a straight line, so our first competition was run-whatcha-brung night at nearby Milan Dragway. This event held great appeal, inasmuch as almost nothing is required of the driver, apart from those long, hot waits in the staging lanes, where most racers place bags of ice on their intake manifolds and fiddle with hot Holleys and push their cars by hand so that the engines remain cool. Not us. We idled for 20 minutes at a crack, with the A/C blasting, seat fans at max blow, seat massagers silently unkinking thigh muscles, and Steve Tormé—Velvet Fog fils—singing “Straighten Up and Fly Right” out of 11 speakers surrounded by “Merino” leather, which perhaps comes from Miami dolphins.
Our X6 M was a prototype and wasn’t equipped with launch control, which will be standard on production models and will likely improve acceleration times by a couple 10ths. So, before each run, it was necessary to program the X6 M for take-no-prisoners mode. I first had to press the minuscule “M” button on the steering wheel that was programmed to disable most of the stability control, then up popped a menu on the nav screen on which I had to toggle through “Settings,” “M Drive,” “Power Sport,” and “Power Sport” again (because the only alternative is “Efficient,” which is not a term anyone would ever use to describe my driving). After all that, of course, I’d worked up quite a sweat, so I had a sip of cool iced tea stored in the center console and calmed my nerves by eating three tasty digestive biscuits.
But, suddenly, as I was still munching, it was my turn at the Christmas tree, where I repeatedly staged too deep and had to back up a couple inches. In the X6 M, this is difficult, especially when a red-faced man in the starting booth is screaming and the competitor in the far lane is overheating the 500-cubic-inch Hemi in his Ford Anglia, an engine he built at the expense of multiple mortgage payments and his wife. To obtain reverse, you have to push a button on the side of this BMW’s bizarre shifter (do not even think of touching the top button, which engages park), then make sure the shifter is in the right-side gate, then push forward and release, hoping against hope that these calisthenics will illuminate the orange “R” between the tach and the speedo. This took forever, inciting the red-faced person to utter a very bad word, although I had said the same word a moment prior.
Even without launch control, it was easy to catapult this thing out of the hole: left foot on the brake, right foot flat on the throttle until the final yellow Christmas-tree light glows, then left foot at ease. At which point, oddly, nothing much happens. I mean, there’s no explosion, there’s no wheelspin, and the turbos take a second or two to spool up completely, after which they pretty much mute the V-8. Plus, my reaction times were legally drunk—like 0.333 to the Anglia guy’s 0.163—but it didn’t seem to matter because the first run was 13 seconds flat, at 106 mph, with seat massager and Tormé at full tilt. I should have folded the big side-view mirrors to reduce drag, but it seemed like a lot of work at the time. I might have gone quicker but, just before the tree went green, Tormé coincidentally lit into “More Than Gone,” a song that describes both my mind and the X6 M, and I was understandably distracted.
No matter. We’d already obtained the official acceleration figures the night before at the Chrysler proving ground. Here’s all you need to know. If the X6 M were pitted against a Porsche Cayenne Turbo S, it would humble big bad Mr. Zuffenhausen by 0.1 second to 60 mph and by a like amount through the quarter-mile. Which makes this the quickest production SUV we’ve ever tested, a somewhat strange boast, like claiming to be the best poetry-writing drywaller in Alabama. Also, damned if the launch didn’t spill my iced tea.
Triathlon Event No. 2: Off-Roading
The X6 M and similar X5 M are the first all-wheel-drive BMWs that the 24-year-old M division has ever laid metric wrench to, so it seemed fitting, if also possibly very expensive, to experience the vehicle off-road.
I don’t want to get into a lot of ugly details here, except to note that 40- and 35-series Bridgestones designed essentially for maximum g’s did not acquit themselves admirably in a soft alfalfa field belonging to our farmer/video editor, Tom Adams. And they proved even more disappointing after I drove down the steep bank of a stream and directly into a thicket of thorn bushes that arrested all further motion.
Adams seemed a little testy about this but snatched me out with his Dodge Power Wagon, whose bed right then held three bales of hay and two retired laying hens who had an upcoming date with a stew pot. Both were approximately as short-tempered as Adams.
Alas, what we have here is that rare occasion when 555 horses don’t mean bupkis unless they’re grazing in a corral on Adams’s farm. No harm done, apart from one chicken who might really benefit from psychiatric treatment.
Triathlon Event No. 3: Road Racing
A sentence in the X6 M’s press materials reads: “With a skilled driver at the wheel in a test- or race-track environment, it’s even possible to realize a four-wheel drift.” Any lawyer in America will tell you never to tempt us like that, even though we may or may not employ what a judge would deem a “skilled driver.”
So it was off to GingerMan Raceway, near South Haven, Michigan, where we met up with Formula Mazda superstar Juan Marchand, 35, who had just won the SCCA June Sprints (having started at the back of the field) and who had just set a track record at Nelson Ledges and who had also just won at GingerMan after again starting dead last, which apparently is his trademark. Marchand, in his 1170-pound, 205-hp racer squared off against us, in our 5254-pound, 555-hp car. Well, “car” isn’t the right word. BMW calls the X6 M a “sports activity coupe,” which is odd because it has four doors—plus a hatch—and who would want to nickname anything a SAC? On the track, I kept losing sight of Marchand and was fearful of squashing him. About all you can see out of the X6 M’s towering tail is a six-inch glimpse of frothy jet contrails. Fortunately, Marchand wasn’t behind me for long. His little open-wheeler can lap GingerMan in 1 minute and 22 seconds, 18 seconds quicker than the X6 M.
Which is not to say the BMW was dawdling. It sure as hell was not. At GingerMan, it felt like a 66-inch-tall Corvette: absolutely no body roll—none. A ride bordering on harsh. Heavy but accurate steering. M-specific composite brakes that were not only fadeless but sufficiently powerful to fling me gravity-free into the shoulder belt. And straight-line thrust that had me ignoring the tach in favor of the speedometer and fuel gauge. Plus, there’s that torque-vectoring rear differential, which probably was doing something really important, but when you’re holding the X6 M in a four-wheel drift for about three seconds at maybe 80 mph in the second-to-last turn at GingerMan, multiplate clutch packs and ball-ramp assemblies aren’t really front-of-mind fodder.
Track owner Dan Schnitta pointed out that the X6 M’s lap time would have earned it a pole position in a Spec Miata race. Okay, okay. A boast like, “My monster BMW beats your Miata” is like saying, “My son’s meth lab makes more money than your daughter’s Girl Scout cookies.” All we know is that a driftable 2.5-ton SUV is, well, surprising, but if that’s what you want, BMW can supply it. For $89,725.
Here’s another very cool thing about the X6 M: It can tow up to 6000 pounds. Which means you could use this SUV to tow your race car to GingerMan, unhook the trailer, then race your tow vehicle.
2010 BMW X6 M - Counterpoint
MICHAEL AUSTIN
The first hot BMW SUV, the X5 4.6is, was noteworthy for its lack of an M badge. Ditto for the 4.8is that followed. Like those trucks, the X6 M package essentially adds a bigger engine, bigger brakes, and a stiffer suspension. I’m not afraid to love the X6 M. The engine is spectacular, and the handling defies my perceived reality. It has M-level performance, but other M cars get a more thorough reengineering of all their components. Philosophically, the X6 M isn’t on the same level as the M3, M5, and M6.
K.C. COLWELL
I want to hate this overweight M-tuned sport-ute so much. But like a trip to White Castle at 2:30 a.m., the X6 M is an awful idea that really satisfies. The car drives smaller than it is, and the overall feel is more car rather than utility. With a skidpad performance of 0.92 g, the X6 M has more lateral grip than the M5 and the M6 (0.89 g for both). Plus, it looks and sounds menacing. Let’s hope the next idea from Bavaria is not an off-road Z4 powered by a turbine engine. Then again, it would likely be really good, too.
掀背對我而言 就是應該小小的 像 PRIUS或INSIGHT一樣
我見過ZDX的實車很大台歐 適合馬大學長家族！X6對我而言車體太高了！
請看下方轉載英文車與人雜誌（Car&Driver）的簡介
Accord那台好像小點 實車？還沒看過啦！
2010 Acura ZDX
This X6-fighter will vie for a slice of a still-undefined niche.
BY STEVE SILER, PHOTOGRAPHY BY CHRIS MONROE, CARPIX, AND THE MANUFACTURERS April 2009
A few weeks after Acura released a series of teaser images, Acura officially pulled the wraps off the concept version of the ZDX crossover at the 2009 New York International Auto Show. Interestingly, the previously released teaser shots actually show early production lighting elements, rather than those found on the NYIAS concept, but we’re told that, other than the lights, there are few changes between the concept and the ZDX that will roll into Acura showrooms this fall as a 2010 model.
Designed by 28-year-old Michelle Christensen (who was only 25 when she penned the first version of the vehicle), the five-passenger ZDX is based on the MDX platform and will be positioned above that seven-seater as a flagship within Acura’s lineup. Although Acura claims that the ZDX will introduce “an entirely new category of luxury vehicle,” no one will be able to help comparing it to that other four-door coupe crossover thingy, the BMW X6, although the ZDX’s ride height is markedly lower. Still, like the X6, it is none too dainty at 192.6 inches long, a vast 78.5 inches wide, and 61.8 inches tall. There are 108.5 inches between the centerlines of the 19-inch wheels, which are shod with 275/40-series Michelin Latitude tires.
Acura confirms that it will be powered by the same 300-hp, 3.7-liter V-6 that powers the MDX. The six will be mated to an all-new six-speed automatic with steering-wheel-mounted paddle shifters. It will, of course, come standard with Acura’s nifty Super Handling All-Wheel Drive system.
The interior of every ZDX will feature leather seating surfaces, and occupants will get plenty of light from above via the standard full-length glass roof. For lane changes—which undoubtedly will be hampered by those huge C-pillars—the ZDX will offer a blind-spot information system, as well as a multi-angle rear-view camera, surround-sound audio, navigation and, we imagine, a whole lot more if it is to, as Acura claims, achieve “a whole new level of prestige” for the brand. Customers will be able to see for themselves when the ZDX goes on sale this winter.
2010 Acura ZDX - First Drive Review
Acura goes a little, well, funny in the head. And we don’t mind.
BY EDDIE ALTERMAN August 2009
Specifications
VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
ESTIMATED BASE PRICE: $44,000
ENGINE TYPE: SOHC 24-valve V-6, aluminum block and heads, port fuel injection
Displacement: 224 cu in, 3664cc Power (SAE net): 300 bhp @ 6400 rpm Torque (SAE net): 270 lb-ft @ 4600 rpm
TRANSMISSION: 6-speed automatic with manumatic shifting
DIMENSIONS: Wheelbase: 108.3 in Length: 192.4 in Width: 78.5 in Height: 62.8 in Curb weight: 4450–4500 lb
PERFORMANCE (C/D EST): Zero to 60 mph: 6.7 sec Standing ¼-mile: 15.3 sec Top speed (governor limited): 130 mph
PROJECTED FUEL ECONOMY (MFR’S EST): EPA city/highway driving: 16/22 mpg
The Acura ZDX is endearingly weird, the sort of vehicle you might expect Citroën to produce, were it still doing business in America and hoping to slake our countrymen’s thirst for an all-in-one crossover/sports coupe/sedan/SUV. What the ZDX is not, philosophically, is a Honda. “This isn’t the old Acura way of ‘Honda Plus,’” says Acura’s executive vice-president John Mendel, and indeed, this thing is seriously out of compliance with the Honda ethos. The ZDX trades efficiency and rationality for a big ol’ bag of interesting.
It’s a five-door fastback that seats two to three fewer occupants than the MDX and Honda Pilot SUVs on which it’s based. It tows as little as a Honda CR-V (1500 pounds). It has less cargo space than the subcompact Honda Fit. Acura wanted to create a sporty coupe, so naturally it, um, gave it heavy running gear and lifted its center of gravity?
Maybe we’ve had our defenses broken down by the begrudgingly excellent BMW X6, but the ZDX starts to make sense once you drive it, especially in its element, i.e., the winding coastal roads of northern California or the snowy passes of Tahoe. This is a vehicle for those well-tanned, Cialis-addled boomers you see frittering away their early retirements on winery tours, decorator consults, and elective surgeries. In other words, the kind of people a maitre d’ seats us far away from.
It’s a low-stress machine. Though it feeds an ample 300 horsepower from its 3.7-liter V-6 through Acura’s new six-speed automatic transmission and its torque-shuffling SH-AWD system, the ZDX’s dials are angled toward luxury rather than sport. True, it does have an optional sport mode (part of the Advance package), which livens up steering effort and damper response. But there remains a tendency for the ZDX to worry itself around corners, not providing the steering feedback and off-center torque buildup you get in the MDX. The brakes are easy to predict, though, and the vehicle stays composed through hard bends and over broken roads, thanks to the Advance pack’s magnetorheological adaptive dampers.
The ZDX’s exterior is deeply alluring and reconciles, finally, Acura’s new “shogun warrior” styling theme. Its long panoramic glass roof terminates in a transom window set between the ZDX’s ultra-wide, sculpted hips. The interior, though difficult to access through the rear doors, is roomy and filled with high-quality touches—loop carpet, a strut-equipped cargo-bin lid, and leather that feels like it slid off a side of Wagyu beef.
Coming to market nicely loaded—a roughly $3500 Technology package adds nav, an eight-inch display screen (a camera with rearview-mirror-integrated display is standard), and ELS audio; the Advance pack offers all that, plus stuff such as blind-spot warning and adaptive cruise for about another $2000—the ZDX will start around $44,000, sitting, pricewise, between the MDX and the RL. It will offer 15,000 or so empty-nester MDX buyers a way to stay in the Acura brand without having to resort to driving a sedan. Because that would be far too rational.
2010 Honda Accord Crosstour
Flagship or spaceship? Honda shows us the funky, big-boned hatchback that will top the Accord range.
BY STEVE SILER, PHOTOGRAPHY BY MICHAEL BALISKY AND CHRIS DOANE FOR BRENDA PRIDDY & COMPANY AND THE MANUFACTURER September 2009
We’ve finally received the first set of images of the 2010 Honda Accord Crosstour, the upcoming plus-size hatchback to be positioned above the Accord sedan and coupe this fall as the flagship of the range.
Although Honda has yet to provide complete product or technical information—aside from the fact that the 3.5-liter V-6, which makes 271 hp in the Accord, will be standard and all-wheel-drive will be available—it is clear that it wanted to make the vehicle’s close relationship to the Accord clear at first glance. Riding higher than the sedan, the Accord Crosstour greets the world in a big way, its front-end graphics virtually the same as those of the four-door, only magnified about one-and-a-half times. The profile of the vehicle follows the same thick-body/slim-greenhouse trend that picked up steam a few years ago when the Chrysler 300 and Dodge Magnum were launched. Completely unexpected, however, is the Chrysler Crossfire–like negative-to-positive body crease that leads into the Crosstour’s muscular gluteus. That’s some real style from a company that usually shies away from controversy.
But controversy it will stir, especially on account of Honda’s decision to make the Crosstour a rakish hatchback and not a more conventional wagon as with its main competition, the Toyota Venza and Subaru Outback. The sloping back end appears to blend bits of the Honda Insight and the Porsche Panamera (neither a cause célèbre of rear-end styling), but that said, we think it is better looking than either of those cars. Indeed, there are lots of clever tricks in the bodywork to mask the height of the rear end—the spoiler appears to be chest high—but as with the Insight, the tall tail should impart the Crosstour with both spectacular aerodynamic properties as well as a nice tall cargo area. Unfortunately, it also necessitated one of those annoying split-surface rear window treatments that kill rearward vision.
Honda promises the Crosstour will retain the sort of interior space we’ve come to love in the Accord sedan—indeed, the identical styling of the front-row space will have drivers feeling like they are driving a lifted sedan, which they sort of are. The relatively generous roofline ought to keep it from flattening back-seat hairdos the way the similar Acura ZDX does, although it appears in photos that the wheel wells may intrude somewhat into rear-seat space. Levers mounted just inboard of the hatch drop those rear seats flat for increased storage, and an underfloor storage bin helps boost cargo space, too. Honda is quite proud of the dual-sided panels that allow the choice between carpeted and hard-plastic load floors, but we’re just worried about the front half of the cargo area, which boasts no such versatility and is therefore vulnerable to muddy load shifts.
Buyers Coming Back to Earth—Literally
Why does this car exist? Honda appears to think that buyers are really over trucks, and the more carlike, the better, even when it comes to crossovers. "Our concept is to broaden the appeal of the Accord lineup by leveraging traditional Accord strengths of fun-to-drive performance and handling while also adapting to dramatic shifts in the light truck marketplace," said Erik Berkman, vice president of American Honda. "The Accord Crosstour accomplishes that by offering a modern interpretation of a CUV while integrating the refinement and efficiency of a premium sedan."
We won’t argue with that sort of thinking. But we’ll see how well Honda accomplished all of its goals—particularly the “fun-to-drive-performance and handling” bit—once we spend some time behind the wheel.
2010 Honda Accord Crosstour 4WD - Short Take Road Test
Honda compromises the Accord in search of more versatility.
BY MIKE SUTTON November 2009
Highs and Lows
Highs: Still a sweet-driving Accord, now with nearly twice the cargo space.
Lows: Questionable looks, no four-cylinder option, and why does an Accord wagon have to weigh two tons?
Specifications
VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
PRICE AS TESTED: $36,930 (base price: $34,730)
ENGINE TYPE: SOHC 24-valve V-6, aluminum block and heads, port fuel injection
Displacement: 212 cu in, 3471cc Power (SAE net): 271 bhp @ 6200 rpm Torque (SAE net): 254 lb-ft @ 5000 rpm
TRANSMISSION: 5-speed automatic
DIMENSIONS: Wheelbase: 110.1 in Length: 196.8 in Width: 74.7 in Height: 65.7 in Curb weight: 4068 lb
C/D TEST RESULTS: Zero to 60 mph: 7.2 sec Zero to 100 mph: 18.6 sec Zero to 120 mph: 30.6 sec Street start, 5–60 mph: 7.5 sec Standing ¼-mile: 15.6 sec @ 92 mph Top speed (governor limited): 121 mph Braking, 70–0 mph: 187 ft Roadholding, 300-ft-dia skidpad: 0.80 g
FUEL ECONOMY: EPA city/highway driving: 17/25 mpg C/D observed: 21 mpg
Honda pumped up the Accord into large-car territory in 2008, once again improving the perennial 10Bester’s refinement and packaging without diminishing its dynamic excellence. Now the Accord Crosstour wagon joins the lineup for 2010, demonstrating that Honda is willing to sacrifice that trait, along with the sedan’s already questionable looks, for greater functionality.
Accord-Plus Package
Sharing the Accord’s chassis, as well as its optional 271-hp, 3.5-liter V-6 and five-speed automatic—a four-cylinder isn’t offered—the Crosstour is Honda’s answer to vehicles such as the Toyota Venza and the Subaru Outback, which offer all-wheel drive and squeeze the better part of a crossover’s five-door utility into a lower-profile wrapper.
It certainly looks like an Accord inside, mostly because it shares the same instrument panel. But the Crosstour is far more spacious, with 26 cubic feet of cargo room behind the second row—the sedan’s trunk holds 14 cubes—and the area is nicely finished with loop-pile carpet, release handles for the rear seats (cargo space expands to 51 cubic feet), and a removable storage bin under the floor that could double as an ice chest for tailgating.
The narrow, split-glass hatch, however, impedes rear visibility and must be manually opened and closed. Its canted design combined with the sloping roof also limits interior volume, with the more squared-off Venza and Outback both offering 34 cubes behind the second row and about 70 with the rear chairs stowed. Rear-seat headroom is adequate for six-plus footers.
Accord-Minus Result
Despite the added, albeit compromised, utility, the exterior shape that allows the extra room is difficult to swallow. The styling is bulbous and frumpy and makes the Crosstour look like a supersized Insight hybrid on stilts. And it’s not light; about 300 pounds more than a V-6 Accord to start and an additional couple hundred pounds for all-wheel drive, which overtaxes the CR-V–size brakes under heavy use.
With steering that’s not as crisp, as well as a loftier perch and larger tires on 17- or 18-inch wheels, the Crosstour is no Accord sedan on the road. But it is not completely sensory depriving like most crossovers. That’s because it is a wagon, and it retains most of the sedan’s overall composure.
Although the five-speed automatic lacks the extra cog of the Venza and the manumatic-shifting mode of nearly everything else, it’s been programmed to hang on to gears longer when the stability control system's wheel-speed sensors detect you’re pushing the vehicle through corners, or when going up or down steep grades. While the Crosstour’s 1500-pound tow rating provides it with enough utility to haul a couple of jet skis, its six inches of ground clearance mean it won’t get over much more than a small snow drift.
We recorded a 7.2-second 0–60 dash and a 15.4-second quarter-mile run at 92 mph with the Honda, which are respectable numbers but only slightly quicker than those of the lighter Outback with the optional 256-hp, 3.6-liter flat-six (7.4 and 15.7 seconds, respectively). A Venza with the 3.5-liter V-6, all-wheel drive, and an additional 127 pounds to lug around, however, is more than a half-second quicker in both measures and can stop from 70 mph in 18 fewer feet (169 versus the Honda’s 187).
Competitive But Compromised
Honda expects to sell about 40,000 Crosstours annually to empty-nesters who are averse to bulky crossovers yet still need some versatility. Billed as the premium model in the Accord range, prices start at $30,380 for front-drivers—about three grand above a V-6 Accord sedan—and approach $37,000 for one like our test car, with all-wheel drive and navigation. Comparable Venzas and Outbacks both top out similarly, but also offer four-cylinder options for thousands less, and the Subaru includes standard all-wheel drive.
Fuel economy just one or two mpg less than an Accord V-6’s should help with Crosstour sales—we averaged 21 mpg with our tester, which has a city/highway rating of 17/25—but a conventional Accord wagon likely would have served the same role. And would have looked better doing it.
2010 BMW X6 M - Road Test
Ironmein: We subject BMW’s latest M-spawned monster to a triathlon and find that 555 horsepower can change opinions about fat SUVs.
BY JOHN PHILLIPS, PHOTOGRAPHY BY AARON KILEY August 2009
When folks first happen upon BMW’s peculiarly proportioned X6, they can’t get over its skyscraper butt. Many can’t get around it, either. Were you to walk into the X6’s liftgate at midnight outside the Sidetrack Tap, the thing would nail you not in the gut but in the Adam’s apple. But we’re not here to dissect styling. The proposition before us is power. One would have thought that the 400 horses under the hood of the X6 xDrive50i might have been sufficient. BMW’s M division didn’t think so. And thus we have the X6 M depicted here, which is to the evolution of SUVs sort of what the appendix is to the evolution of Homo sapiens.
To the 4.4-liter V-8, the ever-tinkering Bavarians have added new pistons, cylinder heads formed of the same material used in their diesel engine, a new intake manifold, a crossover exhaust manifold that connects both cylinder banks, a finned aluminum oil pan, altered cam timing, and two new twin-scroll turbos that provide max boost of 17.4 psi, which ought to Chernobyl just about anything made of aluminum. And there are even larger intercoolers in the grille, which look like the air inlets for the Pentagon’s backup generator. This particular recipe yields 555 horsepower and 500 pound-feet of torque rolling out as early as 1500 rpm. Which should be fun. On the other hand, Frisbee golf is fun. But does anyone take it seriously?
What, exactly, do you do with a vaguely nonsensical 555-horse SUV? Our answer: Subject it to a nonsensical vehicular triathlon.
______________________________________
Triathlon Event No. 1: Drag Racing
BMW swore that our X6 M was a burgundy cannonball in a straight line, so our first competition was run-whatcha-brung night at nearby Milan Dragway. This event held great appeal, inasmuch as almost nothing is required of the driver, apart from those long, hot waits in the staging lanes, where most racers place bags of ice on their intake manifolds and fiddle with hot Holleys and push their cars by hand so that the engines remain cool. Not us. We idled for 20 minutes at a crack, with the A/C blasting, seat fans at max blow, seat massagers silently unkinking thigh muscles, and Steve Tormé—Velvet Fog fils—singing “Straighten Up and Fly Right” out of 11 speakers surrounded by “Merino” leather, which perhaps comes from Miami dolphins.
Our X6 M was a prototype and wasn’t equipped with launch control, which will be standard on production models and will likely improve acceleration times by a couple 10ths. So, before each run, it was necessary to program the X6 M for take-no-prisoners mode. I first had to press the minuscule “M” button on the steering wheel that was programmed to disable most of the stability control, then up popped a menu on the nav screen on which I had to toggle through “Settings,” “M Drive,” “Power Sport,” and “Power Sport” again (because the only alternative is “Efficient,” which is not a term anyone would ever use to describe my driving). After all that, of course, I’d worked up quite a sweat, so I had a sip of cool iced tea stored in the center console and calmed my nerves by eating three tasty digestive biscuits.
But, suddenly, as I was still munching, it was my turn at the Christmas tree, where I repeatedly staged too deep and had to back up a couple inches. In the X6 M, this is difficult, especially when a red-faced man in the starting booth is screaming and the competitor in the far lane is overheating the 500-cubic-inch Hemi in his Ford Anglia, an engine he built at the expense of multiple mortgage payments and his wife. To obtain reverse, you have to push a button on the side of this BMW’s bizarre shifter (do not even think of touching the top button, which engages park), then make sure the shifter is in the right-side gate, then push forward and release, hoping against hope that these calisthenics will illuminate the orange “R” between the tach and the speedo. This took forever, inciting the red-faced person to utter a very bad word, although I had said the same word a moment prior.
Even without launch control, it was easy to catapult this thing out of the hole: left foot on the brake, right foot flat on the throttle until the final yellow Christmas-tree light glows, then left foot at ease. At which point, oddly, nothing much happens. I mean, there’s no explosion, there’s no wheelspin, and the turbos take a second or two to spool up completely, after which they pretty much mute the V-8. Plus, my reaction times were legally drunk—like 0.333 to the Anglia guy’s 0.163—but it didn’t seem to matter because the first run was 13 seconds flat, at 106 mph, with seat massager and Tormé at full tilt. I should have folded the big side-view mirrors to reduce drag, but it seemed like a lot of work at the time. I might have gone quicker but, just before the tree went green, Tormé coincidentally lit into “More Than Gone,” a song that describes both my mind and the X6 M, and I was understandably distracted.
No matter. We’d already obtained the official acceleration figures the night before at the Chrysler proving ground. Here’s all you need to know. If the X6 M were pitted against a Porsche Cayenne Turbo S, it would humble big bad Mr. Zuffenhausen by 0.1 second to 60 mph and by a like amount through the quarter-mile. Which makes this the quickest production SUV we’ve ever tested, a somewhat strange boast, like claiming to be the best poetry-writing drywaller in Alabama. Also, damned if the launch didn’t spill my iced tea.
Triathlon Event No. 2: Off-Roading
The X6 M and similar X5 M are the first all-wheel-drive BMWs that the 24-year-old M division has ever laid metric wrench to, so it seemed fitting, if also possibly very expensive, to experience the vehicle off-road.
I don’t want to get into a lot of ugly details here, except to note that 40- and 35-series Bridgestones designed essentially for maximum g’s did not acquit themselves admirably in a soft alfalfa field belonging to our farmer/video editor, Tom Adams. And they proved even more disappointing after I drove down the steep bank of a stream and directly into a thicket of thorn bushes that arrested all further motion.
Adams seemed a little testy about this but snatched me out with his Dodge Power Wagon, whose bed right then held three bales of hay and two retired laying hens who had an upcoming date with a stew pot. Both were approximately as short-tempered as Adams.
Alas, what we have here is that rare occasion when 555 horses don’t mean bupkis unless they’re grazing in a corral on Adams’s farm. No harm done, apart from one chicken who might really benefit from psychiatric treatment.
Triathlon Event No. 3: Road Racing
A sentence in the X6 M’s press materials reads: “With a skilled driver at the wheel in a test- or race-track environment, it’s even possible to realize a four-wheel drift.” Any lawyer in America will tell you never to tempt us like that, even though we may or may not employ what a judge would deem a “skilled driver.”
So it was off to GingerMan Raceway, near South Haven, Michigan, where we met up with Formula Mazda superstar Juan Marchand, 35, who had just won the SCCA June Sprints (having started at the back of the field) and who had just set a track record at Nelson Ledges and who had also just won at GingerMan after again starting dead last, which apparently is his trademark. Marchand, in his 1170-pound, 205-hp racer squared off against us, in our 5254-pound, 555-hp car. Well, “car” isn’t the right word. BMW calls the X6 M a “sports activity coupe,” which is odd because it has four doors—plus a hatch—and who would want to nickname anything a SAC? On the track, I kept losing sight of Marchand and was fearful of squashing him. About all you can see out of the X6 M’s towering tail is a six-inch glimpse of frothy jet contrails. Fortunately, Marchand wasn’t behind me for long. His little open-wheeler can lap GingerMan in 1 minute and 22 seconds, 18 seconds quicker than the X6 M.
Which is not to say the BMW was dawdling. It sure as hell was not. At GingerMan, it felt like a 66-inch-tall Corvette: absolutely no body roll—none. A ride bordering on harsh. Heavy but accurate steering. M-specific composite brakes that were not only fadeless but sufficiently powerful to fling me gravity-free into the shoulder belt. And straight-line thrust that had me ignoring the tach in favor of the speedometer and fuel gauge. Plus, there’s that torque-vectoring rear differential, which probably was doing something really important, but when you’re holding the X6 M in a four-wheel drift for about three seconds at maybe 80 mph in the second-to-last turn at GingerMan, multiplate clutch packs and ball-ramp assemblies aren’t really front-of-mind fodder.
Track owner Dan Schnitta pointed out that the X6 M’s lap time would have earned it a pole position in a Spec Miata race. Okay, okay. A boast like, “My monster BMW beats your Miata” is like saying, “My son’s meth lab makes more money than your daughter’s Girl Scout cookies.” All we know is that a driftable 2.5-ton SUV is, well, surprising, but if that’s what you want, BMW can supply it. For $89,725.
Here’s another very cool thing about the X6 M: It can tow up to 6000 pounds. Which means you could use this SUV to tow your race car to GingerMan, unhook the trailer, then race your tow vehicle.
2010 BMW X6 M - Counterpoint
MICHAEL AUSTIN
The first hot BMW SUV, the X5 4.6is, was noteworthy for its lack of an M badge. Ditto for the 4.8is that followed. Like those trucks, the X6 M package essentially adds a bigger engine, bigger brakes, and a stiffer suspension. I’m not afraid to love the X6 M. The engine is spectacular, and the handling defies my perceived reality. It has M-level performance, but other M cars get a more thorough reengineering of all their components. Philosophically, the X6 M isn’t on the same level as the M3, M5, and M6.
K.C. COLWELL
I want to hate this overweight M-tuned sport-ute so much. But like a trip to White Castle at 2:30 a.m., the X6 M is an awful idea that really satisfies. The car drives smaller than it is, and the overall feel is more car rather than utility. With a skidpad performance of 0.92 g, the X6 M has more lateral grip than the M5 and the M6 (0.89 g for both). Plus, it looks and sounds menacing. Let’s hope the next idea from Bavaria is not an off-road Z4 powered by a turbine engine. Then again, it would likely be really good, too.
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張紹康
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Re: ACURA MDX還是LEXUS RX350？
期待許久的ACURA ZDX上個月中總算看到了.本來對她有點心動,可是看了實車後有點失落感........車的外表線條很美,很有現代感,室裝也相當亮麗,質感不錯.唯一的缺點是;室內空間狹窄(對我而言),尤其是後座.我一坐進車內,頭就直接頂在車頂,怪不得她在車後座還設計有天窗,準備讓高個兒頭可伸出車外.車型雖大,雖長.但空間利用不足,可能跟斜背有關.總而言之,這部車適合年輕小倆口的座車........我已決定,還是選擇2010 ACURA MDX ,比較適合老杯杯及大家庭 ~~~~ 今天下午拿車........
54輪勇
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Re: ACURA MDX還是LEXUS RX350？
報告馬大學長：
先恭喜您加入MDX家族！
用六缸的引擎油耗享受八缸的性能
就像只吃一碗飯
還可以跑馬拉松！
這車不招搖
非常“下到地球”
所以到哪都不至於扎眼
很安全！
先祝您與大嫂行車大吉出門見喜
我鍾意小車
從以前迷的 M3 啦 Acura NSX 啦
到現在的 porsche cayman或 Nissan GTR 甚至卑微到 Mini 總是無小不歡啦！
不過... 小胳臂擰不過大腿的道理大學長一定懂
我上級喜歡大車
我服從上級領導
購入MDX時
功在上級
榮獲大綬景星勳章一枚
購入MDX第二周
上級倒車時就和一根柱子比誰硬（柱子勝出 MDX輸掉）
我又極盡安慰之能事
榮獲青天白日勳章一枚
下次換車時....................
我一定學我在台灣的ㄧ位兄弟
直接把車開回家 偷偷換！不對！應該說：硬上！
青天白日勳章應該可以抵一命吧？
先恭喜您加入MDX家族！
用六缸的引擎油耗享受八缸的性能
就像只吃一碗飯
還可以跑馬拉松！
這車不招搖
非常“下到地球”
所以到哪都不至於扎眼
很安全！
先祝您與大嫂行車大吉出門見喜
我鍾意小車
從以前迷的 M3 啦 Acura NSX 啦
到現在的 porsche cayman或 Nissan GTR 甚至卑微到 Mini 總是無小不歡啦！
不過... 小胳臂擰不過大腿的道理大學長一定懂
我上級喜歡大車
我服從上級領導
購入MDX時
功在上級
榮獲大綬景星勳章一枚
購入MDX第二周
上級倒車時就和一根柱子比誰硬（柱子勝出 MDX輸掉）
我又極盡安慰之能事
榮獲青天白日勳章一枚
下次換車時....................
我一定學我在台灣的ㄧ位兄弟
直接把車開回家 偷偷換！不對！應該說：硬上！
青天白日勳章應該可以抵一命吧？
68航禮
張紹康
張紹康
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Re: ACURA MDX還是LEXUS RX350？
您的上級；貴府的領導
也不容易，就讓她開開心心，安安全全地就好
軟體上如果能升級，就可以隨您的意
如果有難度，就隨您上級的意
裝甲車也得是考慮範圍啊
醬說對嗎？
(引領、企望，等候上級頒獎.......
也不容易，就讓她開開心心，安安全全地就好
軟體上如果能升級，就可以隨您的意
如果有難度，就隨您上級的意
裝甲車也得是考慮範圍啊
醬說對嗎？
(引領、企望，等候上級頒獎.......
66輪義 小康 David
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