Tag Archive | Inside Line

Wanna be like Magnum, p.i.?

You, too, can be like Tom Magnum.  All you have to do is purchase Edmunds.com’s Long-Term 1984 Ferrari 308 GTSi Quattrovalvole.  Sure, it would get smoked by a 2007 or later Toyota Camry with a 3.5L V6, but it would sound awesome while being served a slice of humble pie.

You can read Edmunds’ adventures with the car here – 1984 Ferrari 308 GTSi Quattrovalvole.  It even defeated the mighty Kia Sedona in a head-to-head comparison test! =Þ

Sure, rocking a Detroit Tigers baseball cap and a ‘stache would be easier and cheaper, but I doubt they’d be as cool as driving a Ferrari!

Ebay auction for our 1984 Ferrari 308 QV

Watch where you’re going

Tip of the Day: A person will usually steer his or her vehicle to go wherever he or she is looking.

Here’s a video of my run down Glendora Mountain Road back on February 18, 2008.  One “issue” I had during it was looking ahead with my eyes instead of looking at the rear of Jon Mak’s 2006 Subaru Impreza WRX STI.  This gave me greater respect for professional race car drivers who need to focus on the racing line and keep track of the other cars in front of them at the same time.  I basically had to mentally force myself to keep looking ahead instead of the rear of his car.

Here’s an excellent article on Inside Line by Mac Demere about using your eyes properly as a driver.

The Eyes Have It: Visionary Tactics for Smooth, Quick Driving

See how I’m not looking ahead into the turns and beyond.

Here are some examples of professionals looking ahead.

Al Unser, Jr. at Long Beach in 1991

Gil de Ferran entering the Corkscrew at Mazda Raceway Laguna Seca

My Magnificent Obsession (Part 1 of 2)

Here’s my magnificent obsession…

Edmunds.com Inside Line‘s Comparison Test of the 2008 Subaru Impreza WRX STI, 2008 Mitsubishi Lancer Evolution GSR, and 2008 Mitsubishi Lancer Evolution MR (Click on the image to see the article and video)


My real magnificent obsession lies in God’s call to love Him with all my heart, mind, soul, and strength — a humanly impossible feat.

Hanley preached from James 3:13-18 (link to BibleGateway.com James Chapter 3 – NASB) many Friday nights ago (September 7, 2007 to be exact).  God really convicted me of my selfish ambition.  I should want what God wants–not what I want.

Wisdom from Above

 13 Who among you is wise and understanding? Let him show by his good behavior his deeds in the gentleness of wisdom.

 14 But if you have bitter jealousy and selfish ambition in your heart, do not be arrogant and so lie against the truth.

 15 This wisdom is not that which comes down from above, but is earthly, natural, demonic.

 16 For where jealousy and selfish ambition exist, there is disorder and every evil thing.

 17 But the wisdom from above is first pure, then peaceable, gentle, reasonable, full of mercy and good fruits, unwavering, without hypocrisy.

 18 And the seed whose fruit is righteousness is sown in peace by those who make peace.

A few weeks later (September 23, 2007), God convicted me through Pastor Jackson’s message on the Triumphal Entry in Matthew 21.  He mentioned that Jesus Christ wasn’t who the Israelites hoped He would be as the Messiah.  He used a cross reference from Isaiah 55:8-9 which says that God’s thoughts and ways are higher (Thanks, Nick!) than people’s.  This reminded me I need to have the proper perspective of God and not try to make Him who I want Him to be.

When I went with Steve (Xanga: rice4krxst), Hanley (Xanga: randomranting), and Don (Xanga: udonoogen) to see Steven Curtis Chapman, Sanctus Real, and Bethany Dillon perform live on the evening of October 28, 2007, God convicted me that I had not been placing Him entirely first in my life when SCC and his band featuring his two sons played “Magnificent Obsession”.

Last month, I applied for an Associate Editor position in Edmunds.com’s editorial department.  The thought of getting it would be a dream come true (since becoming a professional race car driver or fighter pilot is very unlikely at my ripe old age of 26) as I would get to write about (it’s hard work, but it’s a lot of fun, too) and evaluate automobiles for a living.  Last week, I started getting anxious that I was probably not going to get the position.  God used His Word (Philippians 4:6-7) to remove the anxiety and replaced it with a sense of contentment.  I knew His perfect will will be done.  And in that, I rejoiced!  I probably will find out in a few weeks where I am in that process.  I would appreciate your prayers for God’s will to be done, not that I would simply get the job.

With that said, I’ll post Part 2 of “My Magnificent Obsession” in His time.

In closing, here’s a clip of SCC performing “Magnificent Obsession” live along with the song’s lyrics (from www.hughchou.org).


Magnificent Obsession
Written by Steven Curtis Chapman
From the recording: Declaration, Track #9.

Matt. 13:44-46; Heb. 12:2; Phil. 3:8-10

Lord, You know how much
I want to know so much
In the way of answers and explanations
I have cried and prayed
And still I seem to stay
In the middle of life’s complications
All this pursuing leaves me feeling like I’m chasing down the wind
But now it’s brought me back to You
And I can see again

This is everything I want
This is everything I need
I want this to be my one consuming passion
Everything my heart desires
Lord, I want it all to be for You, Jesus
Be my magnificent obsession

So capture my heart again
Take me to depths I’ve never been
Into the riches of Your grace and Your mercy
Return me to the cross
And let me be completely lost
In the wonder of the love
That You’ve shown me
Cut through these chains that tie me down to so many lesser things
Let all my dreams fall to the ground
Until this one remains

You are everything I want
And You are everything I need
Lord, You are all my heart desires
You are everything to me

You are everything I want
You are everything I need
I want You to be my one consuming passion
Everything my heart desires
Lord, I want it all to be for You
I want it all to be for You

Copyright Information
©2001 Sparrow Songs / Peach Hill Songs / BMI / Admin. by EMI Christian Music Publishing

Edmunds.com Inside Line Full Test: 2008 Subaru Impreza WRX

Edmunds.com Inside Line Full Test: 2008 Subaru Impreza WRX

Thanks to God, Inside Line Executive Editor, Michael Jordan, and Inside Line Editor-in-Chief, Scott Oldham, for giving me the privilege and opportunity to write the Second Opinion piece for this review.

Below is what I actually wrote for the Second Opinion piece before the editing process worked its magic.  Please let me know what you think.  Any and all questions are welcome.

Regarding the Second Opinion, below is what I wrote before it got edited. I was trying to compare the stock 2008 WRX to a stock 2002-2007 WRX and had a 300 word cap.

Second Opinion

With the incoming 2008 Impreza WRX, Subaru has decided to explore the “x” in WRX—the unknown—with its latest sporting icon.

That unknown is the mainstream market. The 2008 Impreza is Subaru’s first concerted effort to enter what it believes is the promised land. Can the new WRX win over both the general public and enthusiasts desiring to slide it like (world rally champion Petter) Solberg?

Being a current WRX owner, I had high hopes for the new ‘Rex. I can easily say the new WRX does everything better than its predecessor—but not by much.

The new car drives much like the old car. That has never been a bad thing. The WRX has always had a way of making its driver feel connected. Rowing through the gears and carving corners remain a delight. The problem is the new WRX’s “improvements” were never felt. And for those wondering, a cheap suit still sticks to the road better than its all-season tires.

To satisfy the general consumer, Subaru knew it had to make the car a better daily driver. Improved areas include interior fit and finish, the radio and available navigation, ergonomics, cabin noise, and usable space. It’s what Subaru didn’t do that hurts its cause. Options that would make life with the WRX grand are still absent. Options such as HID headlights (long offered on WRXs around the world except North America) and keyless start are unavailable on a car Subaru hopes will court most people.

However, like its predecessors, the new WRX will grow on its drivers over time. It may not be the best at anything, but it does everything well. Subaru’s first foray into the unknown—reaching the masses—is an experiment to say the least. But it’s not one gone totally wrong.

Notes (were used for writing the Second Opinion above)
1. Exterior – Neither bland nor boring. Not exciting either. The front fender gap is not as tall as the outgoing model’s. Taller tire sidewalls make vehicle less appealing. Obviously resembles Mazda3 and BMW 1-Series in style and form. Personally, I am fine with the front grille, even with its “egg crate” look. In my opinion, the rear tail lights aren’t that bad; the chrome strip is. A heavily modded Miata owner behind me on Glendora Mountain Road (GMR) had no idea what the car was—he thought it was a Civic of some sort (note: the time was well into the night). Current owners say the exterior is more exciting than the 04-05. Others say it is the most boring Impreza to date. Some absolutely love it. Impreza owners and Subaru enthusiasts are an “interesting” breed to say the least. I actually enjoyed the fact that nobody seemed to really be looking at the car as I sat in stop-and-go traffic for roughly 90 minutes to travel 30 miles on Thursday evening. Why aren’t HID headlights an option on North American market vehicles? One would think there would be a healthy profit margin on it. How difficult would it be to offer the headlamps that will be standard on the STI as an option for the WRX (like they already have been for years throughout the rest of the world)?

2. Interior – Visibility all around is fantastic except for the A-pillar and larger driver side mirror, which affects looking ahead on tight corners. Tilt/telescope steering wheel is a long overdue addition. Driver side front window switch still has no express up functionality. Passenger side front window switch still has no express down (or up) functionality. There is more front legroom width-wise. The interior feels more spacious due to the scalloped door panels. The armrests on the door panels are softer/more plush. The miniaturized Tribeca dash works well for the car. Fit and finish are excellent. Radio and HVAC controls are easy to use. Steering wheel controls could benefit from a little more thought. A slight rattle was heard from the passenger side area of the dash near the windshield when traveling over certain stretches of road (particular frequency of the road undulations is probably the cause of this). The dim blue light and rubber tray on the center console in front of the shifter makes for an ideal location to place a mobile phone and/or a portable digital music player. The electroluminescent instrument cluster is bright and easy to read at all times. Redline on the tachometer would have been better at a 2 to 4 o’clock position compared to the approximate 1 o’clock position it actually is displayed. There is a lot more headroom in the cabin—Subaru shouldn’t have any problems adding a sunroof mid-way through the car’s lifecycle. The front seatback side bolsters appear smaller than 04-06 WRX (excluding the 06-07 WRX TR seats) but hold just as well. The thigh supports on the front seat bottoms seem shorter on the 08 WRX seats than their 04-07 WRX counterparts. Their reduced heights didn’t seem to affect how well the seat held me and may actually facilitate ingress and egress. Rear seat legroom is definitely improved. However, if any of the front seats are placed all the way aft on the seat rail, legroom can be very tight. The rear doors open at a greater angle than the outgoing models thus facilitating the loading of large boxes or other bulky items. The rear hatch opens easily with a press of its latch button. It has a convenient inner grab handle. North American Imprezas finally have a navigation system as an option, but Bluetooth and push button start (actually available on some of Subaru’s other JDM models) options are still not offered. The addition of window frames on the new Impreza definitely help reduce road and wind noise.

3. Engine & Transmission – The 2.5L flat-4 feels fantastic! Bear in mind my vehicle has the 2.0L used in ‘02-‘05 vehicles. I imagine the engine’s performance isn’t much different than the 06-07 2.5L though. Usable torque can be had throughout the entire powerband and turbo lag is non-existent as long as the driver has selected an appropriate gear. The engine pulls strongly to redline—never feeling like it’s running out of breath. Gearing is similar to 02-05 WRX (e.g., 75 mph @ 3,000 rpm in 5th, shift points for other gears seem similar). The “punch” of the turbo (confirmed that it is indeed a Mitsubishi TD04 unit and not the Legacy GT’s IHI VF40 despite the fact that the engine is an LGT motor) providing full boost is no longer felt and may make acceleration less thrilling to the driver. The clutch take-up is progressive and does not require as much effort as the one in my 2004 WRX (pedal travel is slightly shorter than 04 WRX, but still fairly long). No hanging rpm issues (think 2006 Honda Civic Si) were apparent with the drive-by-wire throttle. Shift lever action is fairly smooth and throws are long, but not “cross-country” long (easily cured by the installation of a short-shifter). Downshifting into 1st gear is easier than 02-05 thanks to the double-cone synchros for 1st. Reverse gear can be engaged infinitely easier than the previous 5MTs. The transmission coupled with the engine never left me wanting for an additional cog. I was initially disappointed in April when Subaru announced a 5MT was going to be used with the new WRX, but after driving it, five is fine. The exhaust note is more subtle from both inside and outside the cabin, which like hitting full boost, may detract from the fun factor of the vehicle.

4. Brakes – Brake pedal feel is not as good in terms of the brake system’s initial response as that of the 06-07 WRX with the Subaru 4-pot/2-pot calipers (these were also used on the Z32 Nissan 300ZX). The stopping ability of the brakes (front rotors are believed to have the same part number as the Outback XT’s) is excellent, but still is hampered by the grip of the Bridgestone Potenza RE92A tires. Rear brake disc size appears to be the same as the 02-05 WRX rear discs (unconfirmed). No fade was felt going up or down GMR.

5. Suspension – The new suspension (Legacy front or similar and Tribeca-derived in the rear) seems to be a slight improvement over the outgoing model’s. Healthy body roll still exists, but seems to be less than the 02-07 WRX. The steering rack seems to be quicker. The car is capable of executing quick changes in direction well. Understeer still exists (tires?), but is manageable nearly all the time. The rear stays composed unless the car is tossed hard into a corner or the car is greatly upset in mid-corner. High-speed stability is lacking as the car feels jittery when being driven at high speeds (tires a factor here?). The deletion of the rear limited-slip differential (to make way for the Vehicle Dynamics Control, or VDC, stability control system (can be easily turned off) and an open rear diff) did not seem to affect the vehicle’s handling characteristics adversely.

6. Tires – The Bridgestone Potenza RE92A all-season tires don’t seem to be any better than their RE92 predecessors. They howl in protest in turns stickier tires quietly manage. The change in size to skinnier and taller 205/50R17 from 215/45R17 still does not make any sense.

On Wednesday night, thanks to a kind volunteer on NASIOC (member: theheckwithyou), I drove a stock 2006 WRX to verify (or disprove) some of the things I wrote. In first gear, the 2008 WRX doesn’t feel more powerful than a stock 2006/2007 WRX (compared to the 2.0-liter flat-4 in my car). It’s in the low RPM range in higher gears that the increased “usable torque” is much more noticeable, especially in 5th. Discernible differences couldn’t really be felt in the suspension or brakes. Please note I didn’t open up his car like I did our evaluation vehicle. The brake pedal response and feel I wrote in my “Notes” section were probably an effect of having stainless steel brake lines on my car. The brake calipers on my 2004 WRX are the same as the 2006-2007 WRX ones (I paid an arm and a leg to retrofit them because the WRXs in the rest of the world had them at the time…then Subaru stuck it to me by announcing the brakes would be standard on 2006 North American WRXs). Cabin noise is definitely less in the 2008 model (thank you, window frames).

My 2004 Subaru Impreza WRX Sedan

COBB AccessPORT Stage 1
OEM STI 5-speed short throw shifter
Prodrive round tip muffler (axle back only)
Prodrive silicone intercooler hose

Wheels & Tires
Prodrive P1 Gold 17″ x 7″
Bridgestone Potenza RE-01R P225/45R17

Prodrive WRX springs (2004-on)
STI Group N strut tops (2004-on)
Whiteline steering rack bushings

Subaru 4-pot front/2-pot rear brakes (red, same as USDM ‘06-’07 WRX)
Ferodo DS2500 front brake pads
Goodridge stainless steel brake lines
Motul RBF 600 brake fluid

Cleared headlights
OEM painted sideskirts
JDM sidemarkers
2006 STI rear diffuser

OEM turbo boost gauge
MOMO shift knob
STI 5-speed shift pattern emblem
Rear dual cupholder from a Subaru Forester

Like Used Winshield Wiper Inserts

Team Edmunds is streaking! We won our third game in a row, 12-4, to improve our record to 5-3.  I went 2-for-4 (lined out to 2nd base, reached on an error by the first baseman, line drive single to right center field, bloop single over 1st base) with 2 runs scored.  I satisfied my “must get dirty” requirement by getting thrown out at home in the top of the 7th inning because I took might sweet time running from 2nd base to home thinking I would easily score on the base hit.  My excuse (and I’m sticking to it) is that there was no 3rd base coach to notify me of the “developing situation.”  I could also say that I was missing a gear because I aggravated my left groin earlier in the game running hard.  I originally tweaked it flying around the basepaths on my “home run” two weeks ago.  I’ve had problems with it before as well.  I had fun out there and that’s all that matters!  We’ll have a break until July 9th which should give me time to recover.

Here’s something cool.  A 2007 United States Grand Prix Straightline blog entry I wrote just got posted on Inside Line.  Yes, it was edited from what I originally wrote–the main thing being I got over-excited and wrote too much.  Let’s see if this could be the start of something great.


How I Met the Cookie Monster

I had the Edmunds.com Long-Term 2007 Toyota FJ Cruiser 4WD for the afternoon of March 28th and the morning of March 29th.  I took it home from California Speedway after the editorial folks completed performance testing of other vehicles and back to the office in the morning.  Here are some of my thoughts of it based on my experience with it.

All Show, No Go?
The FJ Cruiser is put in motion by a 4.0-liter V6 similar to the one in the Toyota Tacoma and previous generation Toyota Tundra.  To get its 239 hp (@ 5,200 RPM) and 278 lb.-ft. (@ 3,700 RPM) to the ground, Toyota mated the FJ’s powerplant to a 6-speed manual or 5-speed automatic transmission.  Our long-term FJ is equipped with the latter.  Despite its 4,295 lb. curb weight, the FJ’s powertrain has the right stuff to motivate it and keep it motivated when necessary.  I thought the automatic transmission was quite responsive whenever I would hit the accelerator which would in turn, prompt for a downshift.  Our Senior Content Editor however, says it would be nice if the FJ’s automatic transmission was a little quicker with downshifts.  Throttle response was great and the amount of torque generated by the V6 allowed the vehicle to get going without any extraordinary amount of effort.  I was never left wanting a V8 under the hood.  Note the FJ does recommend premium fuel; something one of the editors mentioned as “criminal.”  Like many things in this world (but not beyond it ), you’ve got to pay to play.

When one decides to open it up, it’s capable of cutting a 7.8 second 0-60 mph time and running through the 1/4-mile in 15.64 seconds @ 86.91 mph.  For an SUV, these are definitely respectable numbers.  That proves the FJ does not only look fun to drive, but has the stuff it takes to back it up.

Our FJ is also equipped with the TRD (Toyota Racing Development) exhaust, which has not been a hit with the editorial staff.  Chief Road Test Editor, Chris Walton, actually gave me an advance notice on the drone the exhaust produced before I grabbed the FJ’s reins.  Anytime I was on the throttle, I could definitely hear the engine growl and exhaust note which definitely did evoke any thoughts of a symphony being played.  It got a little annoying, but I don’t think it’s something a dedicated FJ owner wouldn’t be able to live with.

Cookie Crazy – Yes, Corner Crazy – No

Do you all remember how the Cookie Monster gets all worked up when he’s eating cookies?  Nothing can stop him!  The same can’t be said for the FJ.  It came to a stop from 60 mph in 126.6 ft, which is good compared to most SUVs its size.  With over 23,500 miles on the clock, the brake pedal did seem a little spongy when initially depressed (perhaps there was some air in the system?), but the brakes worked fine as pedal pressure was increased.  I also thought I heard some sort of compression in the brake system whenever the brake pedal was depressed.  When things get turning however, the FJ was only capable of a 56.4 mph slalom speed and 0.69 g on the skidpad.  These numbers can probably be best attributed to the P265/70R17 Bridgestone Dueler H/T tires that enable it to travel just about anywhere its active owner would be headed.

Because of its well-suited powertrain, I wanted to find out how well the rest of the FJ’s on-the-road manners compared.  The first turn I tried to take in a moderately spirited manner, a tight freeway off-ramp, the tires howled in protest yet the vehicle didn’t exhibit any concerning amount of understeer at the moderate speed I was going.  At a higher speed, it probably would have wanted to plow through the turn.  Here, I blame the tires, suspension, and high center of gravity for the vehicle’s lack of handling prowess.  To its credit, I will say the vehicle didn’t feel as big as it physically is when it is being driven.

Inside the Belly of the Monster

Like most SUVs, the FJ driver is placed in a high seating position.  Visibility out the front windshield is good.  I found myself wanting larger side bolsters on the driver’s seat, but it probably is not something most FJ drivers would clamor for–they probably wouldn’t be driving it the same way I sometimes did.  Rear seat legroom is not something I honestly looked much at.  From a glance, it seemed to be a little more than that offered by the Subaru Impreza and Forester.  The suicide doors make ingress fairly easy and the rear seats quite accessible from the outside.  One of our editors mentioned egress out of the rear seats can be difficult because there isn’t anything to grab on to as one is exiting the confines of the FJ’s rear seat.

You may have heard or read the FJ has tremendous blind spots.  It does.  I’m not going to dispute that here.  The FJ’s blind spots didn’t present me with any difficulties on my morning commute from Monterey Park to Santa Monica (60 West to 10 West).  By using the side mirrors properly and checking over the appropriate shoulder before making any lane change attempt, I was able to maneuver the Cookie Monster through typical Southern California traffic without a hitch.  I take that back.  Our FJ has a towing hitch.  It was included in the Convenience Package #2 option bundle on the vehicle.  Back to the issue of looking into what we can’t see, the FJ’s blind spots should be a conscious concession its buyer makes once his or her decision has been made to get the vehicle.  I will also mention the only driving I did in reverse was backing out of my driveway on to an uncrowded residential street.

Our FJ is equipped with an AM/FM stereo with an in-dash 6-disc CD changer, XM Satellite Radio, and a 9-speaker (including the subwoofer) sound setup.  We also installed an aftermarket Parrot Bluetooth device to provide our staff with Bluetooth functionality.  Sound quality seemed alright to me.  Please remember I’m not anything close to an audiophile (here’s a professional assessment of its capabilities – 8 out of 10).  An issue I knew about before getting into the FJ thanks to our Long-Term Road Test Blog was that the radio’s LCD display was extremely dim.  This may have be an effect of the Parrot device installation.  I don’t think there have been any updates to the blog regarding any diagnosis or repair of this issue.  What troubled me was trying to make out the text on the radio display took my attention away from driving the vehicle far more than making simple adjustments to the radio or HVAC (heating, ventilation, A/C) controls would.

An interesting “feature” of the FJ is that its exterior body color spills into the interior as well.  The FJ’s “Voodoo Blue” color can be seen around the radio and HVAC controls and also on the doors.  There are also a few other features that have caught our editors’ eyes such as having a third front windshield wiper (yes, we know there’s a huge crack in the windshield), a map compartment on top of the dash above the instrument cluster that our Chief Road Test Editor used as a lower sunvisor, and a conventional sunvisor that could use an extension to say the least.

Would You Feed Its Need?

With an as-tested price of $32,102, our fully-loaded FJ Cruiser is a pretty expensive toy.  Its retro looks aren’t a example of Toyota jumping on the retro bandwagon.  The FJ Cruiser has a look that isn’t a far cry from the original Toyota FJ40.  The FJ probably isn’t worth your average city dweller’s money much less cookies.  But if you’re an active outdoorsman or -woman, it may fit the bill quite nicely.  Our FJ proved to be very capable on trips to Yosemite, Mammoth, and Joshua Tree National Park among other places.  Beware of the options and how an option often can’t be purchased outside of a package probably containing unwanted options (e.g., Convenience Package #2 has an inclinometer as a component of the gauge pack featuring a compass and outside temperature display–we primarily wanted the towing hitch when we purchased that package–the roof rack can also make vehicle clearance dicey in certain places as well).  For an active single person or one with a young family, the FJ Cruiser may be the beast you need to get any and all jobs done.

Edmunds.com Inside Line Full Test:

Edmunds.com Inside Line Long-Term Road Test Blog:

Video Review

(Play clip) 3:10 long
Video Comparison Test – 2007 Toyota FJ Cruiser vs. 2006 Nissan Xterra Off-Road


Base MSRP of Test Vehicle: $23,300

Options on Test Vehicle: Upgrade Package #2 ($2,620 — includes 17-inch aluminum wheels, Vehicle Stability Control with Active Traction, rear differential locks, AM/FM stereo, in-dash 6-disc CD changer and 9 speakers including subwoofer); Convenience Package ($1,840 — includes remote keyless entry system, power aluminum outside rearview mirror with illuminated lamp, cruise control, daytime running lights, rear clearance sonar and rear privacy glass); Convenience Package #2 ($1,167 — includes roof rack, tow hitch receiver, spare tire cover); TRD Performance Exhaust ($550); Security System With Proximity Sensor ($479); XM Satellite Radio ($449); Preferred Accessory Package ($442 — includes carpeted floor mats, rear door storage, first aid kit, center armrest).

MSRP of Test Vehicle: $32,102

I gladly welcome any feedback you all may be able to provide me regarding my writing.  Thanks!

Interesting vehicles in the Edmunds.com garage recently:
2008 Infiniti G37 Coupe

2008 Toyota Highlander Hybrid (it seems pretty huge)

In other news, I think my interview Thursday went well!  We’ll see what happens probably sometime next week.  Praise God either way it pans out!  Blessed be the name of the Lord.