Automotive Talk

Tire Cover for Hummer H3

2011-06-15T16:10:00.000-07:00

Tire Cover appears as well as suits excellent. The actual fresh paint fits completely. Just enhancement if at all possible is always to possess the steel fresh paint flecks which come in the actual fresh paint about the vehicle whenever gentle strikes put into the actual fresh paint utilized on the actual include, (only a recommendation). Excellent item as well as cost

Boomerang color-matched Rigid Tire Covers can be found in the majority of 2006-2010 manufacturing plant Hummer H3 colours. The actual take is actually protected having a long lasting automotive-grade gentle vinyl fabric music group that's sewn towards the durable, color-matched cast AB MUSCLES encounter dish. Hummer proprietors adore the simple set up, exceptional safety as well as trendy appear the colour coordinated Rigid Tire Covers increase the back user profile from the 2006-2010 Hummer H3. This particular product is actually supported through Boomerang's regular 3 12 months restricted guarantee. A good optionally available locking mechanism package can be obtained with regard to $19.95 (should be purchased using the tire cover).

MOTO Metal MO909 Skull

2011-06-13T21:15:00.000-07:00

The actual Head, require all of us state much more? Constructed with regard to just probably the most intense vehicles as well as SUV's, just the actual down and dirty require utilize! The actual MOTO Metal MO909 Head talked style places concern in most and it is provided within High gloss Dark Machined complete. One-piece colored light weight aluminum along with middle limit along with a twelve months complete along with a life time structural guarantee. Via the actual The southern area of Ca Motocross neighborhood, Moto Metal requires road appears as well as adapts all of them with regard to the current raised Pickup truck as well as SUVs. Intense fitments as well as designs possess created Moto Metal among the best manufacturers within the steering wheel business.

The actual tires appear better still personally as well as really worth the cash. The actual Nitto Terra Grappler wheels tend to be recommended to become combined with one of these tires. The actual raised 2006 dark Tacoma TRD as well as these types of tires appear excellent as well as trip sleek. Happy using the buy.

Garmin nüvi 1450LMT 5-Inch Portable GPS Navigator, the guide in your car

2011-05-17T00:32:00.000-07:00

Studying GPS NAVIGATION products had been and it is even worse compared to purchasing a vehicle with the various item choices as well as functions in addition not one from the design numbering appears to seem sensible that was much more irritating. You cannot inform a minimal finish device from the top end device. Garmin isn't any various possibly.

Via all that I'm happy which i resolved about the Garmin 1450. IMO Garmin offers created an excellent gadget. The actual USER INTERFACE is extremely user-friendly and incredibly simple to run despite my personal large fingers. The actual touchscreen is extremely precise as well as receptive. Through switch on in order to satelite acquisiiton requires mere seconds. The actual change through change directions are extremely obvious however too chatty. We now have discovered the road title pronunciations pretty enjoyable. The actual sights happen to be fairly precise because has got the gasoline train station mapping and also the private hospitals as well as this kind of. The actual breads as well as butter of the GPS NAVIGATION is actually regardless of whether it may enable you to get exactly where you have to proceed particularly if a person since the owner do not know. I've went outdoors my personal section of knowledge several times right now which GPS NAVIGATION recipient may be perfect. The actual display dimension is extremely good as well as readable whilst generating.

This particular device WE bought offers liftime roadmaps as well as visitors. Therefore the very first thing Used to do had been sign-up the system as well as revise the actual roadmaps. The web page is actually fairly simple to get around upon. The actual chart revise had been easy however simply anticipate this to consider some time. The actual visitors part appears to function nevertheless up to now it's not really provided any kind of alternative paths and so i cannot assess it's usefulness. Neither possess WE attempted the actual blutooth performance.

This particular device includes all you need therefore if you don't would like additional energy wires or even some thing you don't have with regard to something additional. The actual eye-port suction mug is effective. The system dropped as soon as however I discovered Used to do not really chair the actual suction mug perfectly. These people perform possess a weighted attach which rests about the dashboard which may end up being much better for those who have the co-pilot as well as you have to search for alternative handles or even some thing. I discovered placing the system in the center of the actual eye-port produces a good annoyingly big sightless place. And so i right now place it left from the controls.

The Features of Garmin 1450 :

Sunlight-readable, 5-inch backlit TFT color touchscreen display with 480 x 272 WQVGA pixel resolution
Preloaded with City Navigator NT data for the lower 48 states, Hawaii and Puerto Rico, with nearly six million points of interest
Free lifetime map and traffic updates for the most up-to-date maps, POIs, and navigation info, along with constantly updated traffic information
Advanced navigation features including voice-prompted turn-by-turn directions, lane assist with junction view, fuel-saving ecoRoute
Includes travel tools such as JPEG picture viewer, world travel clock, currency/measurement converters, calculator and more
480 x 272 pixels WQVGA color TFT with white backlight
5 inch easy-to-use enhanced touchscreen interface
Comes with lifetime traffic and mapping updates
Multiple Point Routing; Lane Assist; Junction View; EcoRoute fuel efficient routing
Preloaded with City Navigator NT for North America

For more detail about this Garmin nüvi 1450LMT 5-Inch Portable GPS Navigator, you can visit here

How to reduce fuel consumption amidst skyrocketing gas

2010-01-31T08:57:00.000-08:00

by: Roger Charles
Gas prices keep skyrocketing. But there is a lot a motorist can do to reduce fuel consumption. There are quite a few easy and inexpensive maintenance steps that can be taken to add miles to every gallon and save money.

Consumers waste millions of dollars everyday because of dirty oil, worn spark plugs, faulty thermostats, loose gas caps, underinflated tires, malfunctioning engine controls, poor wheel alignment, dirty air filters, and so on. These problems are basic and easy to take care of, yet still they are major causes of wasted fuel.

As they say, "a stitch in time saves nine". With proper maintenance you can save a lot of fuel. Avoid gas vaporization by ensuring that your vehicle gas cap is not damaged, loose or missing. Your tires must be properly inflated; otherwise it can cost you a few miles per gallon. Replace your spark plugs regularly to avoid misfiring and fuel wastage. Replace clogged air filters and improve gas mileage by as much as 10 percent.

Driving habits are another major contributor to poor fuel economy. Bad habits include exceeding speed limits, aggressive driving, excessive idling, carrying heavy items in vehicle, and the list goes on.

Fast driving in low gears can consume up to 45% more fuel than is needed. When traveling at highway speeds keep windows closed. Open windows reduce your mileage by 10%. You should drive steadily. Sudden changes in speed wastes fuel.

A lot of fuel can be wasted by prolonged warming up of the engine. You do not need to warm up engine for more than 45 seconds even on cold mornings. Starting and stopping your engine needlessly is another no-no. Avoid revving the engine, especially just before it is switched off.

You should also buy your gasoline carefully. Choose quality brands that provide greater economy. Buy your gasoline during the coolest times of the day. And never fill your gas tank to the top. The gas can slosh over and out of the tank.

Other fuel saving habits include avoiding rough roads, using straighter roads, regular tune-ups, inspection of suspension and chassis parts for misalignment, and removing snow tires during good weather seasons.

About the author:
Roger Charles is a successful author and publisher of http://toyota-parts-guide.com A resource for information and tips on buying auto parts and accessories online.

18 Simple Ways To Save Money On Your Car

2010-01-09T11:27:00.000-08:00

The upkeep of your vehicle can be quite an expense - from initial purchase to insurance to maintenance. And sometimes we get the sinking feeling that every time we need a car repair, we’re going to get taken for a ride. (pardon the pun!) Actually there are some ways to make sure you don’t get a raw deal when dealing with a local body shop.

After you get recommendations for honest mechanics, call around to check out the prices for certain jobs. It’s always smart to get a second opinion.

How about some preventative medicine? Keep your gas tank filled. This will help you avoid the gas line freezing up in cold weather. Also, driving on “fumes” allows little pieces of dirt at the bottom of your gas tank to run through the fuel lines with the last drops of gas. This debris clogs up the fuel filter and can cause carburetor damage as well.

Sometimes a problem with your car’s electrical system results from a simple blown fuse. Check to see if you have any blown fuses before investing in a tow truck!

Keep track of how much oil your car uses. A sudden change in oil consumption means you need to see a technician.

Save your brakes by having your brake fluid changed every 30,000 miles.

Check your tire pressure once a month. This simple maintenance check can add up savings at the gas pump!

Stop and go traffic causes excess wear and tear on your vehicle. Go ahead and give your car a nice twenty minute ride at 55 mph on the highway every couple weeks if you “major” in short trips.

There are other ways to save money on car expenses. Let’s look at the insurance payments.

If you’ve budgeted for possible out-of-pocket expenses in case of a car accident, you might want to consider increasing your insurance deductible to $500. This will lower the cost of your insurance.

Talk to your insurance agent. If your car is as old as the hills, you might want to drop collision coverage to save money.

Car insurance companies offer a variety of discounts. Ask your agent if the company offers reductions for driver training courses, anti-lock brakes, car alarms, air bags, mature drivers, good students or maintaining a good driving record.

Before you purchase from a dealer, ask about the dealer's return policy, get it in writing and read it carefully. Dealers are not required by law to give used car buyers a three-day right to cancel.

Visit http://www.fueleconomy.gov to find cars that are fuel efficient.

Each 5 mph you drive over 60 mph is like paying an additional $0.10 per gallon for gas.

In most cases, using cruise control on the highway will save gas.

Replacing a clogged air filter can improve your car's gas mileage by as much as 10 percent. This isn’t going to cost you an arm or leg either.

Do your homework when buying a car from an auction. Many vehicles that have been damaged by floods and hurricanes are going on the market. These won’t last long – leaving you with a flood of bills. Be a little concerned if the carpet looks too new, and check carefully for signs of rust.

Carfax.com shares info on inspecting a used car to make sure you get the best deal.

If you use your car for business, keep track of miles traveled so that you can use this for a tax deduction. Get more info at irs.gov.

When you consider all the ways you can save money on your current vehicle, you might be persuaded to put away the extra each month for a new car down the road!

Jeff Slokum wrote this article in

Are Pets Covered in Car Accidents?

2008-07-11T18:26:00.001-07:00

People often take their pets for car rides, whether it's a jaunt to the park or a trip to the vet, but what happens if you get into an accident and your pet is injured?

If the accident wasn't your fault, the other driver's insurance will most likely cover your pet with its property damage liability (PD) coverage. Under most insurance policies, your pet's injuries will only be covered if you were not at fault in the accident. Progressive takes pet injury coverage one step further and will cover your pet regardless of fault — more on that later.

It may seem insensitive to consider the four-legged members of your family as property, but insurance policies designate bodily injury coverage for humans only. All other damages in an accident — including your pet's injuries — are considered property damage.

The good news: Pets are indeed covered in accidents. However, specific restrictions apply with most insurance companies — namely that the at-fault person's insurance is liable for pet injuries. So, if you rear-end someone else and your pet is hurt in the process, your PD liability insurance will not cover harm to your pet.

The better news: Progressive offers Pet Injury coverage built into our Collision coverage, which means your pets are covered, even if an accident is your fault.

Pet Injury Coverage, Exclusively From Progressive

Progressive recognizes the importance of your pet, and we've taken extra measures to make sure injuries your dog or cat may sustain in an accident are covered —regardless of fault — with Pet Injury coverage.

If you have Collision coverage on your Progressive policy, up to $500 of our exclusive Pet Injury coverage is automatically included. No other insurance company offers this, and what makes this coverage unique is that it protects your pets in accidents, even if they're your fault.

If you can use your Collision coverage for your claim, you can use the built-in Pet Injury coverage for your pet, too.

There's no extra cost for this coverage, either. As long as you have Collision coverage on your Progressive policy, you have Pet Injury coverage. You can drive easier knowing that your pets are covered if they, too, are hurt in an accident.

To recap: With most companies, pets are covered under liability insurance. Keep in mind, though, that you cannot be at fault for the accident in these cases. Progressive takes an extra step to protect your pets — regardless of who's at fault — with our exclusive Pet Injury coverage, which is built into your Collision coverage at no extra cost. If you use Collision coverage for a covered accident, your pets are covered, too. [via]

Intelligent Vehicles: Raising Your Car's IQ

2008-07-11T18:14:00.000-07:00

Herbie, the beloved Volkswagen, demonstrated some slick, collision-avoiding moves as it charmed audiences in its five Disney movies and two TV series. Soon, we may all have some help avoiding collisions, and it won't be aided by a film studio's special-effects department.

A U.S. Department of Transportation (U.S. DOT) program called the Integrated Vehicle-Based Safety Systems (IVBSS) initiative aims to entice automotive and commercial vehicle manufacturers to develop and include technology in their cars and trucks that would prevent a number of common accidents.

Specifically, the U.S. DOT wants to bring driver assistance systems to market that would provide better hazard information from multiple sensors (forward collision warning, lane departure warning, lane change warning and curve speed warning), along with warnings to reduce driver distractions.

Proponents of the initiative believe the technology will help address the crash types that account for 67 percent of all motor vehicle crashes in the United States. The widespread adoption of IBVSS technology could reduce rear-end, road-departure and lane-change collisions by 48 percent, according to the U.S. DOT.

Technology is the Key

The IVBSS program, which started in November 2005, is a four-year, two-phase cooperative research program being conducted by the University of Michigan Transportation Research Institute (UMTRI) and automotive industry representatives.

To carry out the program, the U.S. DOT awarded a $25 million contract to UMTRI, which is partnering with Visteon, Eaton, Cognex, Honda R&D Americas, Battelle and the Michigan Department of Transportation. (The partners will contribute an additional $6.6 million.) The stipulations of the program call for the consortium to develop and test "a new, integrated crash warning system in a fleet of 16 passenger cars and 10 heavy-duty trucks."

The ultimate goal of the IVBSS program is to combine existing safety and collision-avoidance technologies into an integrated system that can warn drivers of imminent crashes. The program will work with the automotive, trucking and transit industries to include these technologies in light, commercial and transit vehicles.

In particular, the program is looking at technology to avoid three common crash scenarios independently; later, more work will be done to find ways to make these technologies work together as a single, integrated system.

The scenarios and technologies of interest include:

Rear-End Collision Avoidance: Systems designed to help avoid this type of crash might include GPS, digital mapping, forward-focused radar and on-board cameras. Together, these technologies would be used to warn drivers that they may be following too closely or approaching the vehicle ahead of them at an unsafe speed.
Road Departure Collision Avoidance: Systems designed to help avoid this type of crash might include vision-based line tracking and map-based road geometry technologies. Together, these would be used to warn drivers when they are about to drift off the road, crash into an obstacle or are traveling too fast for an upcoming curve.
Lane Change/Merge Collision Avoidance: Systems designed to help avoid this type of crash might include forward, rear and side-scanning radar and vision-based cameras. These technologies would be used to determine whether it is safe for the driver to change lanes or merge into a lane from an entrance ramp.

All of these systems would use software to monitor vehicle speed, braking and throttle output. The software would also provide messages to the driver, if necessary.

The Research and Innovative Technology Administration (RITA), which coordinates U.S. DOT research programs including the IVBSS, notes that there are a number of issues that must be addressed to make a final integrated system useful and valuable. RITA points out that a lot of work has already been done on these systems individually to reduce false alarms, avoid overwhelming the driver with too many warnings and ensuring the system is forceful enough to get the driver's attention.

When these collision-avoidance systems are integrated, these issues will need to be readdressed, according to RITA. If they are not, false alarms and too many alarms might cause the driver to ignore a system's warnings.

Working Its Way to Reality

In the U.S. DOT's first annual IVBSS report, issued last October, the agency reported the program had already achieved several notable milestones, including the preliminary development and specification of the driver-vehicle interfaces (DVI), laboratory and simulator studies and initial installation of the subsystem hardware into test vehicles.

Earlier this year, UMTRI issued a report summarizing the progress on the program's human factors research and DVI development efforts. The work here included five laboratory studies, four driving simulator studies and two on-road pilot tests conducted to assess a variety of driver-interface concepts that might form the basis of the integrated warning systems. Other work completed or being completed includes the development and refinement of the IVBSS threat-assessment algorithms. There are also a number of field tests being conducted and planned.

Over the next two years, as much of the discrete systems technology for each type of accident avoidance scenario is being developed and improved, the IVBSS will leverage those technologies and use the program's work on driver interface technology and algorithms to assimilate the information from these systems intelligently and present them to the driver in the most usable and effective format. [source]

Child-Proofing Your Car

2008-06-03T06:38:00.000-07:00

New technology is making its way into car seats and air bag systems to better

protect child riders.

Nothing is as important as keeping your loved ones safe while driving. But, all too often, the biggest concerns come with the smallest packages. Buckling babies, toddlers and small children into a car seat or booster seat and making sure they're fully protected at all times is difficult … and oftentimes confusing.

Child safety is no small issue. Approximately 33 children under the age of 10 die every week in motor vehicle crashes, according to the National Highway Traffic Safety Administration (NHTSA). However, many of these deaths — and thousands of injuries — can be prevented through the use of effective safety devices, including better car seats, advanced air bag systems and new technology innovations.

Remarks National Highway Traffic Safety Administrator Nicole R. Nason: "[It's essential] to keep children as safe as possible … and make the technology available to protect children in vehicles."

Seat Success

Although child seats have evolved over the years, using them correctly can prove elusive. NHTSA reports that more than three-quarters of individuals with child restraint systems (CRS) make critical errors in attaching harness straps and using the seats. Following instructions and taking time to understand how to use the system is vital. Yet, it's also important to adhere to basic safety guidelines, such as using booster seats for children less than 4' 9" tall.

In recent years, some manufacturers have introduced composite and aluminum frames to replace plastic parts; they've developed quick release systems that are easier to operate; and they have designed seats with materials that offer better padding and protection. Car seats and vehicles introduced after 2003 include a LATCH (Lower Anchors and Tethers for Children) system that allows a motorist to install the child seat without seat belts. These systems typically connect directly to a base using anchors and specialized connectors.

Now car seats are poised for further advancements. Engineers at NASA's Marshall Space Flight Center have developed a car seat system that provides video monitoring from the front instrument panel; biometric displays for heart rate, perspiration rate and urinary status; and noise-cancelling audio systems to block ambient sound from reaching the baby. The car seat also includes a biotelemetric and GPS tracking subsystem that indicates the location of the seat and the baby's vital signs, even if the seat is removed from the car.

Another system, ChildMinder, uses a smart clip and key ring alarm unit to ensure that the caretaker and child remain within a safe distance. If a parent or nanny moves more than 10 feet away from the vehicle with the child in the car seat, an alarm sounds. This helps avoid heat related health problems and deaths.

The LATCH system is mandatory and built into all vehicles. The other improvements (better frames, padding and quick release systems) have been implemented on a vendor by vendor basis.

Airbags Advance

Innovation also centers on airbags. Today's frontal air bag systems differ radically from older systems. Beginning with the 2006 model year, all passenger cars and light-duty trucks come with sensors that detect children by weight and deploy the front-seat air bag with diminished force or not at all (first generation airbags can injure or kill children). These systems are necessary because many caretakers do not obey state laws or follow safety standards prescribed by the American Academy of Pediatrics. Children under age 13 shouldn't sit in the front seat.

Jaguar's Adaptive Restraint Technology System (ARTS) uses ultrasonic sensors to detect when occupants aren't seated normally (such as feet on the dashboard). It reduces the force or suppress the airbag altogether. Sensors analyze the passenger's weight, the position of the driver in relation to the steering wheel, the usage of seat belts and, in the event of a crash, the severity of the impact.

Meanwhile, other automakers, including GM and Ford, are introducing dual-depth systems that use multiple sensors to judge a person's weight. They are particularly effective for teens who, in terms of weight and safety considerations, fall somewhere between adults and children. These front airbags, which exceed federal safety standards, offer a more targeted deployment — often using less force and covering a smaller area. Ford's system classifies passengers into five weight categories and adjusts the system accordingly.

In the future, airbag systems will become even more sophisticated — sensing when a passenger is bending during a collision or if she's twisting sideways at the moment of impact.

Make no mistake, child safety is going high tech. In the months and years ahead, innovations in car seats and air bags will make driving easier … and, more importantly, save lives.

Bio: Samuel Greengard is a veteran technology journalist based in West Linn, Ore. His articles have appeared in numerous publications, including Discover, Wired, American Way, Hemispheres, Acura Style, Ford Times, and the AAA publications Journey and Westways. [Source]

Scion xB Review

2008-06-01T10:12:00.000-07:00

Following being launched simply 4 years back, the actual boxlike Scion xB has been totally redesigned for 2008. Descendant claims that entrepreneurs wanted their own xBs being larger. Since it will take three years to generate a fresh vehicle, the asks for to grow the therapy lamp must have began returning early.

The new xB is indeed a greater box, nevertheless it will not appear just like a package anymore. And it is not, since the improved size reduces the rectangularity. The hair styling is significantly improved. Cosmetic surgery around the face makes an enormous distinction, and also the other sides and also perspectives less difficult much softer, creating the actual xB more appealing and less humorous searching.

It's also less distinctive than before, but it's still distinctive compared to other cars of this size. Utility-wise, it's like the Honda Fit (front-wheel drive, five-door with good cargo space), but now it looks more like the Honda Element.

The new xB is One foot longer, on a wheelbase that's just 4 ins lengthier; this means greater overhangs, which works from the trend, since many brand new automobiles boost the wheelbase more than the space, effective product packaging that raises stability. The actual xB will be 2.8 in . wider, though, understanding that provides stability. And the tires have been elevated in dimensions to be able to Sixteen in ., allowing larger disk brakes, front and back. The xB's brakes are extremely good.

The actual xB characteristics electric power steering, which gets rid of belts, levers and also fluid. It's very quick and also entertaining to drive around town.

The bigger package has an increase in shipment capacity, however 4.6 inches associated with legroom has been lost in the front seat, coming from 45.3 in . right down to 40.7; inside the back, the actual legroom remains the same. Therefore if Descendant remodeled the particular xB to meet clients, it must have been those buyers who make use of the xB since sweet small energy vans, not people who bring people. The front chairs lie practically completely, and also the 60/40 rear car seats drop smooth together with one easy take of your lever.

Not visible, and significant, is the whopping Fifty percent increase in energy. The xB today utilizes exactly the same 2.4-liter engine in which powers the fast tCCoupe. It makes 155 hp, an increase regarding at least 55 on the 1.5-liter engine within the 2004-2007 xB. The actual motor employs all Toyota's substantial variable device timing technology (VVT-i), and also receives 22/28 miles per gallon, at the EPA's ULEV-II (ultra-low) pollution levels rankings. The old xB received 30/34, yet reviews are difficult to produce as the 2.4-liter engine provides so much more horsepower, also, since the miles is measured from the brand new '08 Epa standards, which are more realistic compared to before.

2 attacks are available, a four-speed automatic with manual shifting, along with a five-speed manual. The automated shifts nicely, but with Only 4 speeds it leg techinques straight down a lot, particularly from fourth to third. The xB would be smoother with a five-speed automatic, but that's not available.
Model Lineup
With all Scions, there is just one model but a million options. That's the Scion personalization theme. The xB with manual transmission is $15,650 and automatic $16,600.

Standard equipment on the xB includes charcoal fabric interior, air conditioning, cruise control, information display, 160-watt Pioneer audio system with iPod and auxiliary connection, tilt steering wheel with audio controls, remote keyless entry, power side mirrors with turn signal indicators, power windows, and door locks, halogen headlamps, tinted glass, 16-inch steel wheels with wheelcovers.

Options include alloy wheels ($795), rear spoiler ($423), navigation system ($2010) and rear seat DVD entertainment system with 7-inch screens in the back of the front headrests ($1599). For those desiring high performance, Scion dealers sell many TRD (Toyota Racing Development) parts, from superchargers to suspension items to aerodynamic kits.

Safety features include Vehicle Stability Control with Traction Control, anti-lock brakes with Electronic Brake-force Distribution (EBD) and Brake Assist, a tire pressure monitor, frontal and front side airbags, and side curtain airbags.

Exterior
Surprisingly, the actual Scion xB kind of has got the limo appear opting for this. Perhaps a gangster appear, just like a four door in the '20s. It is which brand new roofline using the heavy C-pillar that is situated completely at the rear of the vehicle, and also the continuous darkish colored home windows. The actual roof-to-floor B-pillar is actually concealed between your doorways, included in areas of the actual dark structures round the home windows.

Gleam delicate 1. 5-inch taper in the elevation from the home windows in front from the entrance eye-port towards the back from the back eye-port, contributing to the result associated with decreasing the actual squareness as well as producing the actual xB appear lengthier. The actual optionally available back spoiler, because upon the check xB, stretches the actual roofline much more.

A brand new encounter greatly enhances the actual appears from the xB through head-on, the actual three-quarter entrance position, or even aspect look at. The actual aged face trapped from below the slim grille, however the brand new device is actually cohesive, nevertheless having a slim dark grille however it is nearly get rid of using the bumper beneath this. The actual headlamps tend to be more shapely right now, swept back again, even though these people stand out in the attributes, such as pockets. Beneath the actual heavy plastic material bumper underneath the grille, there is an additional dark grille which sucks within atmosphere for that base from the radiator. From every aspect you will find slim up and down dark rubberized points, evidently designed to end up being imitation atmosphere intakes with regard to brakes. These people give level towards the or else substantial as well as toned valance.

The actual lengthier entire body, broad C-pillar, curved fender flares as well as lack of the actual sticking out face help to make the actual xB appear much less sq ., through any kind of position.

Interior
The interior feels as changed as the exterior looks. There might have been a big loss in front seat legroom, but the driver still has a commanding view of the road. That's exceptional if not unique, for a car of this size. The short nose, big windshield, elevatable driver's seat, and far-away dashboard create this feel. You become aware of the distance to the windshield when you reach to adjust the rearview mirror, which is quite a stretch from your shoulder. The glass is upright, it doesn't sweep back.

There's less of a stretch from the front-seat passenger's knees to the good-sized glovebox. It's mounted low so it folds down, possibly on the passenger's shins. Above the glovebox there is a long thin tray which might be useful if it had a liner that offered some grip, instead of the hard slick vinyl.

Charcoal is the only color for the fabric seats, which are comfortable and well bolstered, although they're shapeless and light on padding in the rear. The fabric isn't as sturdy, outdoorsy or cool as that in the Mazda3, but charcoal makes the most of the cloth. The xB seats five. The three kids who rode in the rear seat of our xB didn't have a problem, but three adults would. Two adults wouldn't be uncomfortable though, because you can easily slide your feet up under the front seats.

For rear seat passengers, there are two cupholders that pop out of the back of the console between the front seats, a bottle holder in each door, and clever trays under the rear seats for storage of flat things like books and portfolios.

That wide C-pillar that enhances the exterior styling creates a blind spot when pulling out onto the highway at a 45-degree angle. Even knowing it was there and trying to peer around it, we managed to pull out in front of a car we couldn't see.

There are no gauges directly in front of the driver, which is a bit weird; but the row of four of them on the dashboard just to the right of the steering wheel makes up for it, because they're good. At the far left, is the information display, revealing things like fuel mileage and range. Then comes the clock, which is highly readable, unlike so many, the color is orange and it has an eave to reduce being washed out by sunlight. The digital speedometer is excellent, with big numbers that are, like the clock, eminently readable. Beyond these are the gas gauge and temperature gauge.

Scion has added a lot of sound dampening material to the xB, and it seems like most of it must be in the firewall. Or else the engine is just quiet. You can't hear much engine noise, maybe because it's drowned out by the tire noise. You have to turn the volume of the 160-watt Pioneer sound system up, running at higher speeds.

Our xB was equipped with the $2010 navigation system, which incorporated the audio system. We longed for simpler controls. But we were thankful for the steering wheel controls for the audio system, which could adjust volume, set the band or mode, and move between the preset stations.

We were also thankful for the halogen high beams during two fast one-hour runs on a dark, winding and lonely freeway. But the flipside was that the projector low beams are treacherously weak. And for some reason there's only one backup light, on the driver's side. Is it a Scion styling thing, like one earring or something?

Scion has put special effort into the air conditioning, and it shows. Four round vents on the dash quietly and quickly blast out cold air.

The automatic shift lever comes out of the center stack at a 45-degree angle, an ergonomic improvement introduced by Honda. The door handles, however, show little thought about ergonomics. They're horizontal, thin, barely two inches long, and tapered to a point.

Most of the slim space between the seats is taken by two fixed cupholders, a slot for a cellphone, and the parking brake lever, leaving room for only a small console compartment rearward between the seats.

The 60/40 rear seats fold flat in a heartbeat, creating good cargo space behind the front seats. Scion says it's grown by 8 cubic feet, but the measurement systems and standards are all over the place, so comparisons are difficult. The front passenger seats recline, and that's good for naps, but with the passenger seat down there isn't any more practical cargo space because it reclines right on top of the folded rear seat, so it sticks way up there. The Honda Fit and Mazda5 remain the masters of cargo space in a small vehicle.

Road Test
The 2.4-liter engine borrowed from the sporty Scion tC might not move the xB out of econobox territory, but it certainly powers the xB to the front of the field. Just think, all you owners of 2004-2007 xBs: 50 percent more horsepower.

In terms of fuel economy, our average 26.0 miles per gallon over 420 miles, most of it leadfoot running on the freeway. The 2008 EPA measurements say 22/28 mpg City/Highway for the xB, so we were right on the money. The xB falls under new EPA test procedures, which are closer to reality than the pre-2008 procedures.

Throttle response is excellent, and, unlike the xD, it's steady. You get a lot of smooth acceleration out of just a little bit of pressing down of your foot. The revs climb right up through the numbers on the tach, until the transmission upshifts at 6100 or 6200 rpm (even if it's in manual mode). The engine doesn't feel like it's working hard, it feels like it's loving every chance it gets to leap between 3000 rpm and 6000 rpm.

Just don't forget that the Scion xB is not a sports car. We passed a truck going uphill on a two-lane, and with our foot on the floor we wished for even more quickness. Or maybe it was the five-speed manual transmission we were wishing for. Or a five-speed automatic.

The four-speed automatic kicks down a lot. This might be an annoyance if the xB weren't so eager about wanting to zoom forward. Every time it kicks down to third, it's happy. Give it a bit more gas at 75 mph on the freeway, and it kicks down to third and tries to get you up to 85, even if you hadn't quite intended to go that fast.

Seventy miles per hour in fourth gear is a comfortably low rev range, so there's lots of room for the engine to play, without screaming. The engine makes its peak torque of 162 pound-feet at 4000 rpm, and you can feel the engine come on there.

It's fun and nimble to drive around town. The electric power steering gives good feedback to the steering wheel, and the extra 12 inches of length is not an issue.

The great brakes add to the around-town fun, not because you use them hard in the city, but because they're smooth, tight and responsive, with pedal pressure that's just right. And when you need them, they'll be there. The front and rear rotors are both big for a small car, about 11 inches, and the front rotors are ventilated so they stay cooler under hard use. The rear brakes on the former xB were drums, so four-wheel discs are an upgrade. They're equipped with ABS, of course, and with EBD, which balances the front and rear forces, and Brake Assist, which gives more braking than you asked for. Basically, sensors read your foot and overrule your brain.

If you take the xB out on back roads to play, don't expect the manual mode to be very manual; about half the time it doesn't listen to the driver. Also, if you plan to drive the corners hard, you'll want to invest in TRD suspension components from your Scion dealer. The xB wasn't made for that. The wheels jounce around on bumpy surfaces.

But worse than that, the ride isn't quite up to sharp spots on the freeway. There's a stretch we often drive that has a row of steel expansion strips over some uphill-downhill curves, and at 75 mph the xB had us going "oomph" over the worst of them. These sharp jolts occurred in other places. It wears on you, in short order.

Summary & Specs
The all-new Scion xB is very different than the previous model. It's longer, wider, faster, and less quirky looking. It offers some fine features, including a good fabric interior and 60/40 rear seats that easily fold flat, creating an excellent cargo compartment behind the front seats. From the driver's seat, the xB provides an unusually high feeling of command for a small car. It's nimble, fun to drive, and the brakes are outstanding, although the ride can be jagged over certain types of bumps. [Source : automotive.com]

Privacy Policy

2008-05-04T07:01:00.000-07:00

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Saturn Sky Review

2007-06-03T16:50:00.000-07:00

The folks with the friendly dealers have jumped into the sports car business and the all-new 2007 Saturn Sky is well worth a look for anyone who wants a fun, two-seat cruiser that can drop the top and let the sun shine in. It may not have quite the agility of the Mazda Miata, but the Sky is a classic sports car with classic sports car running gear: rear-wheel drive, a fully independent suspension, powerful four-wheel disc brakes, massive low-profile tires, a double overhead-cam engine, and a standard manual gearbox.

Model year 2007 will mark the start of a new era at Saturn. The GM division goes into its 15th year with a vastly expanded lineup of products, including the sporty new Sky, the attractive new Aura sedan, the Relay minivan, the Vue hybrid SUV, the Outlook large SUV, and the Red Line performance models.

Saturn appears poised to move upmarket into a position above Chevrolet and Pontiac, a long way from where it started. For customers, that means more choices, one-price, no-haggle car shopping, and one of the best dealer networks in the country.

The Sky convertible represents Saturn's first thrust into the sporty end of the spectrum, the Ion Red Line sedan notwithstanding. The Saturn Sky is built on GM's new Kappa platform shared with the Pontiac Solstice (and Opel GT in Europe). This new rear-drive, four-cylinder platform gave Saturn an opportunity to quickly enter this market segment, the $25,000 open-air car, which includes the Miata and the powerful Honda S2000.

The Saturn Sky comes standard with 2.4-liter four-cylinder engine. A Red Line model will be added later in the model year with a 2.0-liter turbocharged engine rated at a whopping 260 horsepower, more than a 50 percent increase over the standard engine. The Red Line version will come with special front and rear styling, high-performance tires, and recalibrated suspension, among other items.

Lineup
The 2007 Saturn Sky ($23,115) comes standard with a five-speed manual transmission. A five-speed automatic will be available ($850), though not initially.

Options include the Monsoon sound system with CD and MP3 ($590), a Monsoon sound system with six-CD changer ($890), XM Satellite Radio ($325). A Premium Trim Package ($750) includes leather seating surfaces, steering wheel audio controls and other leather and metal trim. A decklid spoiler ($275), a limited-slip rear differential ($195), polished alloy wheels ($545), chromed alloy wheels ($795), and special paint colors ($195) are available.

The Red Line performance model features the turbocharged engine, 18-inch alloy wheels, and other upgrades.

Safety features that come standard on all models include front and side air bags, anti-lock brakes with electronic brake-force distribution, and OnStar emergency communications. The Sky does not offer electronic stability control.

Walkaround
The Saturn Sky is an attractive sports car. The Saturn looks more aggressive than the mechanically similar Pontiac. While the Pontiac Solstice has a traditional Pontiac split grille and a nosepiece that rolls under gracefully, the Saturn Sky nosepiece is almost four inches longer and slathered with chrome above and below, part of the new design direction of Saturn that's consistent with the front-end design of the new Saturn Aura sedan and the revised Vue.

The Sky nose looks like a boxer leading with his chin, but the overall look is sporty, with peaked front fenders, big forward-leaning vents in the front fenders, and twin head nacelles like the Solstice's in the body just behind the cockpit, leading to a short rear end with small, tasty corner-mounted taillamps. With very few details changes, this design will be sold in Europe as the Opel GT roadster.

The Sky looks pretty cool with the top down, not so cool with the flying-buttress top up. Stowing the top requires popping the decklid with the key fob, which also unlocks the pins that hold down the rear section or buttresses. Then you have to get out of the car, fold the top down into the cargo bay, push it down a couple of times until it is fully nested, then walk around to the back of the car and slam the decklid down with a good amount of force from the center of the lid so that both sides will lock down. The Saturn top has more noise insulation than the Solstice top, so the interior is quieter, but in all three of the cars we tried, there were significant air leaks between window glass and top seals on both sides of the car.

Given the restrictions imposed by sharing the GM Kappa platform, we think it's a pretty successful execution of a new Saturn design, with only a few niggles, like the tiny SKY badge hung out there in left field instead of centered under the Saturn logo on the decklid where we think it belongs.

Interior
The interior of the Sky is its Achilles heel. While the dashboard and deeply tunneled instrumentation are done well, set in hard-finished plastic with dramatic Piano Black shiny trim not made of ebony or any other natural material. The controls are all reachable and easy to use, but there is a lot of flash and reflection from the chrome rims on every knob and dial and the shiny black piece.

Storage inside the cabin is limited. The glovebox is small, and there are no door pockets. The storage bin between the seats has an awkward push/twist lock instead of a simple pushbutton, and that bin doesn't hold much either. There are storage pockets on the back side of the seat backs and storage nets on the rear wall, but the seatback latch is buried in the darkness and it's hard to use. In a new twist on cupholders, they are mounted between the seatbacks below the storage bin, which forces you to use your outside hand to park or retrieve your drink, reaching across your body. Weird, but it works.

The bucket seats are comfortable enough for short runs, and offer good lateral support but little thigh support for the long haul, and they don't have enough built-in adjustability for tall folks, limited by the short length of the cockpit. The seatback rake adjuster is a wheel, not a lever, and it is in a very tight space between the side of the seat and the door, nearly impossible to use with the doors closed.

The cargo room in the Sky is barely adequate for a single person's weekend getaway, let alone a fun couple's. There's only 5 cubic feet of space under the decklid with the top up, only 2 cubic feet with the top stowed, and the shape of the space is interrupted by a huge domed area in the center to accommodate the rear axle assembly, so the space isn't conducive to anything but soft, pliable luggage that can be squished around to fit. Maybe it's time for decklid-mounted luggage racks to make a comeback.

Driving Impressions
The Sky borrows parts and pieces from GM products around the world, including a set of bucket seats from a Mexican Chevrolet model, driveshaft and differential from the Cadillac CTS, a manual transmission from the Chevrolet Colorado, door panels from the Pontiac Solstice, and a glovebox door from the Chevy Cobalt, none of which should be of consequence to a prospective buyer because the designers and engineers have done such a good job of turning all those parts, with appropriate tweaks, into a Saturn Sky.

We have been trying to like the GM Ecotec engines for years, with few positive results. The 2.4 version is undersquare (a bigger stroke than bore), with a very high power peak of 6600 rpm, and that means you have to wind it up through the gears to have any fun with the car, and that winding produces loud, thrashy noises under the hood which we find not much fun to listen to shift after shift. The noise problem extends to a low, somewhat blatty exhaust note as well. If you stay out of the throttle all the time, we think you'll still have difficulty reaching EPA's estimated highway mileage of 28 mpg. In short, it's not a free-revving engine such as the one found in the Mazda Miata.

The engine, mounted longitudinally in the chassis and leaned over at a 10-degree angle, has electronic throttle control, variable valve timing and most of the other modern conveniences, but it just doesn't make enough power or torque down low where you need it. The clutch actuation was fine, and the fat little short-throw shifters in our test cars were smooth and slick with a little bit of notchiness here and there.

The handling capability of the Sky is very, very good, with an eight-foot wheelbase and a five-foot track width, 53/47 front/rear weight balance, and four meaty 245/45-18 tires supporting its nearly 3000 pounds of weight. We thrashed the Sky heavily on some California wine country mountain twisties, and it was wonderful fun to toss around, far better than we expected. Saturn says the Sky will pull 0.9g on the skidpad, which is world-class for a car in this price class. The steering is pretty accurate and nicely weighted. The ride quality is what you would expect from a short-wheelbase car with big, fat heavy tires and wheels, smooth and pleasant on good pavement, but a bit harsh on railroad tracks and bad pavement.

One of the attributes we like best about the Sky is its powerful, progressive braking, with very little slop at the top of the pedal before deceleration starts. These are big discs brakes for such a small car, and they work very well and very consistently.

Summary and Specifications
The Saturn Sky is a nice cruiser. It looks cool and sporty and would be a good commuter car. It isn't the best choice for tall drivers, however. And, as with any two-seat sports car, luggage space is at a premium. Buyers benefit from the Saturn dealer network. [source : automotive.com]

Nissan Murano Review

2007-05-06T17:35:00.000-07:00

Nissan hit a home run when it launched the Murano. The Nissan Murano integrates function and high fashion. It combines sport-utility cargo capacity sporty driving dynamics. It is the quintessential crossover vehicle, an SUV based on a car.

The Murano shares aspects of SUVs and cars. It accelerates like a sports sedan and handles much better than your average midsize SUV. Named after a region of Italy known for its famous glassware, Murano emphasizes refinement and on-road confidence. Getting in and out is easy and the back seats are roomy enough for a couple of basketball players.

Yet, as with an SUV, the driver sits relatively high. Flop the back seats down and there's more than 80 cubic feet of cargo space available, which is a lot. It's much bigger than it looks, bigger than a midsize sedan, nearly as big as a Ford Explorer. You sense this on back roads, a feeling magnified by fenders that fall away and can't be seen from the driver's seat.

Also, while the Toyota and Honda were designed to offer seating for seven, Nissan resisted the temptation to cram three rows of seats where two fit more comfortably. As a result, the Murano accommodates five full-size adults nicely, just like a luxury sedan, and offers a nice, big cargo space.

The Murano was ahead of its time when it was introduced. It eschews the square look of a truck in favor of a modern aerodynamic design. The Murano features a sleek front end with smooth lines front to back, and a greenhouse that slopes rearward, ending in a graceful C-pillar. Inside, the instruments and controls seem to float in pods that appear barely attached to the dashboard.

The 3.5-liter V6 engine, the same basic powerplant used in the 350Z sports car, delivers hearty performance, tuned here to produce 240 horsepower. In short, the Murano scoots. It comes with a continuously variable automatic transmission, or CVT, that's smooth and responsive while offering good gas mileage for the class. Murano shares basic underpinnings with the front-wheel-drive Nissan Altima and Maxima sedans (but not, despite popular misconception, the Nissan 350Z-based Infiniti FX). As a result, its road-tuned suspension delivers smooth and sporty handling. All-wheel drive is available, for good grip and stability in wintry weather and hard rain, and we recommend getting it.

The Murano is unchanged for 2007, except for the addition of a tire-pressure monitor as standard equipment. Nissan freshened Murano's appearance a bit for 2006.

Lineup
The 2007 Nissan Murano is available in three models: S ($27,750), SL ($29,300), and SE ($31,850).

The S and SL come standard with front-wheel drive (2WD); all-wheel drive (AWD) is an option ($1,600). The SE comes with all-wheel drive as standard equipment. All models are powered by a 3.5-liter V6 mated to a continuously variable transmission (CVT) that Nissan calls the Xtronic.

The Murano S comes standard with dual-zone automatic temperature control, a high-power AM/FM/CD audio system, power windows with auto up/down feature in front, keyless remote entry, reclining rear seats, tire pressure monitor and large 18-inch alloy wheels. Options include a Convenience package ($800) that includes a 10-way adjustable driver's seat, roof rails, adjustable pedals, and a cargo cover and net.

The SL adds a 10-way power adjustable driver's seat, upgraded audio with steering wheel controls, a compass, a garage door opener, automatic headlights, auto-dimming rearview mirror, power outlets, fog lights, and an alarm. SL and SE models are distinguished by brushed aluminum trim on the rear bumper and chrome accents along the sides.

The SE comes with a firmer, sport-tuned suspension; a manual shift mode for its transmission; high-intensity xenon headlights; uniquely styled alloy wheels; and dark-silver lower bumpers.

Options for SL and SE include a Premium package ($1,650), which adds a more powerful Bose stereo with subwoofer, auto volume control and satellite radio pre-wiring to the contents of the Convenience package. The Sunroof package ($2,650) adds an electric sunroof to the Premium package. The SL and SE Leather packages ($2,750) add leather upholstery and a four-way power front passenger seat; they can be combined with the Sunroof package ($3,650). The Touring Package ($4,700) includes all Premium, Sunroof, and Leather Package contents plus heated front seats with memory, Intelligent Key, heated mirrors, adjustable pedals and HID headlights for the SL. The Touring Package with Satellite Radio ($5,050) combines all that with the customer's choice of XM or Sirius satellite radio. A DVD navigation system ($1800) is also available. The rear-seat DVD entertainment package ($1,720) comes with a seven-inch drop-down screen, remote control and two wireless headsets. A chrome wheel package is available for SL and SE ($1,200).

Safety features that come standard on all models include dual-stage frontal air bags with seat belt sensors, front-seat side-impact airbags, full-cabin curtain style head-protection airbags, and active front head restraints. Rollover sensors for the airbag system activate the airbags in the event of a pending rollover. Murano also comes standard with four-wheel vented disc brakes with ABS, Brake Assist and electronic brake-force distribution (EBD). A Dynamic Control Package ($750), which combines Vehicle Dynamic Control (an electronic stability control system) with Traction Control, is available on SL and SE.

Walkaround
The Murano is named after the glass sculpted in the islands near Venice. The glass is known for its beauty as well as for the high-tech methods used in its production. In the Nissan Murano, this duality is most obvious in the styling.

The Murano is designed to blend the look of a car and a truck. The top half of the body is sleek like a car, while the bottom half is bulky like a truck. Overall, the look is much sleeker than tall box-shaped SUVs. At first it looks a bit over the top, but most people quickly get used to it and traditional SUVs start looking boxy and dated by comparison.

Big 18-inch wheels contribute to Murano's muscular styling. Sculpted, vertical-stack projector headlights define the front corners. The windshield and front side windows are tinted green to deflect UV radiation; the rear side windows and backlight are darkly tinted for privacy.

The highly styled rear hatchback is made of reinforced plastic because steel won't bend easily in such a complex shape. The hatch is heavy, however, and the lift point isn't ideally located, so it takes some effort to raise and lower, and this is perhaps our biggest complaint with the Murano.

As its looks suggest, the Murano is an aerodynamic machine. Details in the design help it slip quietly through the air. Airflow-improving devices include an underbody engine cover, front and rear tire deflectors, a rear spoiler, and aerodynamic mirrors. Combined with the low frontal area and roof, these enhancements increase fuel efficiency and limit wind noise at high speeds.

To finish the high-fashion look, Nissan offers 10 exterior colors with four interior hues to mix and match. The colors were chosen carefully to promote a luxury look.

Interior
Climbing into the Nissan Murano couldn't be easier. The seating position and steering wheel orientation make it feel more like a car than an SUV. Slide into the driver's seat and you'll notice outward visibility is excellent in all directions. This isn't a small vehicle, though, and you can't see the corners of the fenders, so you'll need to be extra careful when parking. The view rearward, however, is not compromised as much as we had expected by the stylishly thick D-pillars.

The front seats are comfortable and supportive, even for people well over six feet tall. Petite drivers are also able to get comfortable, with optional power-adjustable pedals that help ensure a good driving position without getting too close to the steering wheel where the air bag is housed. The overall interior fit and finish are good. Murano's instrument cluster is garnished with genuine brushed aluminum trim that gives it a younger, sportier look. Wood-tone trim is available in the SL, but the aluminum trim seems more appropriate here. The gauges have a classy grayish background with amber backlighting. Steering wheel audio controls are illuminated.

A prominent pod juts from the center of the dash presenting audio and climate controls. A seven-inch color LCD screen enhances usability and access to vehicle information. We aren't in love with the appearance of the pod, but it puts the switches close at hand. The dual-zone, fully automatic climate control is a step above the class, and it features rear air conditioning vents located on the B-pillars, a useful feature for pet owners as well as those who regularly carry rear-seat passengers.

The stereo controls are on the small side, but easy to use once you get the hang of them. The preset buttons, for example, can be programmed to select your favorite stations regardless of whether they are AM or FM; this eliminates the need to press a separate mode button when switching from your favorite FM music station to your favorite AM talk radio station, making life easier and reducing distraction while driving. Controls on the steering wheel allow easy volume adjustments.

Customers can order either XM or Sirius satellite radio as an addition to the Touring package. Though you do have to pay an annual subscription fee, we've found satellite radio to be a nice feature to have in a car, allowing us to listen to 24 hour news stations, such as Fox News and CNN, as well as every imaginable type of music, comedy, and sports; and there's no need to ever switch stations should you decide to drive from, say, Atlanta to Seattle.

The optional navigation system works well and includes a nifty three-dimensional birds-eye view that's sometimes more fun to follow than the flat map.

Useful features make the Murano a satisfying car for day-to-day use. A large center console separates the front seats, enhancing the sports sedan feel of the interior. The center console features a two-tiered lockable storage box with enough room for a laptop computer or a purse, cell phone, sunglasses, coins, cups and bottles. The door pockets flip out for easy access, and there's a hidden storage tray and two bins under the cargo floor. There are also three power outlets: front-passenger footwell, center console and rear.

The cabin is roomy and feels airy. The Murano is a five-seat vehicle with similar interior space as the seven-seat Toyota Highlander and Honda Pilot.

As a result, the back seat offers limousine legroom. We found that a six-foot, four-inch passenger could cross his legs comfortably in the back seat. The rear seatback easily adjusts for rake by pulling a strap, allowing your back-seat passengers to kick back and enjoy the ride (though they may need help finding the rake adjustment). We found Murano's rear accommodations more comfortable than the second-row seats in many SUVs where passengers sit more upright. The optional DVD rear-seat entertainment system is particularly useful for keeping children occupied.

Cargo space can be increased by flopping the rear seats forward. This can be easily accomplished by pulling on a strap from the rear side doors or by flipping a manual lever accessed from the rear hatch, the latter a clever design that saves you a trip to the side door. Flopping both seatbacks down presents a big cargo area with a nice flat floor. The load floor measures about the same length as the seven-seat Honda Pilot's does. Indeed, with maximum cargo capacity of 81.6 cubic feet, Murano dwarfs nearly all of its five-seat competitors and some of the seven-seat models as well. Even with the back seats in place and five passengers aboard, there's still a substantial 32.6 cubic feet of storage space. The rear seats are split 60/40, so the Murano can carry one or two passengers in back with long items like skis laid flat along the other side. On the downside, at 30.4 inches, the rear load height is a bit higher than the class average, meaning you have to lift things up a little higher when loading cargo. And the bulky cargo cover seems to flap around and take up room. We'd be inclined to remove it and leave it in the garage until trade-in time.

Driving Impressions
The Nissan Murano is enjoyable to drive. It handles more like a car than like a truck and better than other vehicles in this class. It's a relatively sporty vehicle with quick acceleration and responsive handling. Its smooth ride and powerful engine make for enjoyable highway travel as well.

Nissan's 240-hp V6 feels mighty healthy in spite of the Murano's considerable heft at just under 4,000 pounds. The Murano feels as quick as a sports sedan. Throttle response is strong any time you tap the pedal, a benefit of 244 pound-feet of torque. Towing isn't its forte, as with others in this class, but the Murano can tow up 3500 pounds.

The continuously variable transmission is responsive and fuel efficient. Unlike a four-speed automatic, there are no perceptible gear changes. It works steplessly. As you accelerate, instead of shifting through gears, the CVT uses variable-diameter pulleys connected by a complex steel belt to change ratios continuously and transfer engine torque to the driveshafts. It changes ratios more smoothly than a normal automatic does, allowing the engine to rev at a speed that's most efficient for acceleration. This also improves fuel economy. Front-wheel-drive Muranos delivers an impressive 20/25 mpg city/highway, according to EPA estimates.

The CVT in the Murano has just three ranges: D for normal driving, S for sportier acceleration and L for the lowest range. Shifting from D to S raises engine revs 2500 rpm at a given road speed. Dropping from S to L increases engine speed by another 1000 rpm. Rev the engine near its 6600rpm redline and the ratio automatically reduces, thereby lowering the engine revs as the Murano's speed increases. Engine braking is programmed into the electronics that control the CVT, so when you're coasting down a steep hill, accelerometers sense this condition and increase the effective gear ratio, which is akin to downshifting a conventional transmission.

Fortunately, you don't need to understand any of this, or even be aware of it, to drive the Murano. We are particularly impressed with how quiet this transmission is compared to conventional automatics. Acceleration is quicker than with a conventional automatic and it's impressively smooth. Indeed, at first it may feel too smooth. It's surprising how deeply we're conditioned by the operation of an engine and conventional automatic transmission. The Murano's sensation of acceleration without an increase in the engine's pitch or speed takes some getting used to.

Handling is impressive. We found that the Murano rides and handles better than a Honda Pilot, and we liked its ride and handling better than other mid-priced SUVs. Murano's road manners are as impressive as its smooth drivetrain. The steering feels quick during turn-in, and the big 18-inch tires refrain from squealing until they are truly at the edge of cornering adhesion, increasing the driver's confidence that Murano will respond like a well-sorted sedan. It does just that up to about 8/10ths of its performance envelope, at which point it begins to understeer. Hitting a big bump at the apex of a corner doesn't upset its handling.

All-wheel drive takes much of the stress out of driving under rainy or snowy conditions. It improves overall traction and reduces the likelihood of skids, so it's well worth having for bad weather or emergency lane-change maneuvers. The Murano's all-wheel-drive system drives the front wheels until wheelspin is detected, at which point the center differential can redirect up to half of the power to the rear wheels.

The brakes are highly effective and easy to modulate for smooth stops. The braking system includes four-wheel vented disc brakes with Brake Assist, which helps ensure maximum braking force in a panic stop, and electronic brake-force Distribution (EBD), which reduces stopping distances and improves stability by dynamically distributing the braking force between the front and rear wheels.

Optional Vehicle Dynamic Control (VDC) further improves stability in slippery situations by automatically applying brake pressure to individual wheels and reducing the power whenever it detects the tires are beginning to lose grip in a corner. This can help the driver maintain control of the car.

The Murano is not a small car and its front fenders and hood slope dramatically downward and out of view. The Murano can feel wide on narrow rural roads when meeting cars coming the other way, and the driver needs to take care when parking or maneuvering in tight quarters.

Summary and Specifications
The Nissan Murano offers the roominess and practicality of a sport utility with the handling, power and smoothness of a sporty sedan. Murano comes well equipped and its luxurious ambience gives it the feel of a luxury SUV. [source : automotive.com]

Nissan Titan Review

2007-05-04T17:19:00.000-07:00

Is the strong-but-sensitive type currently in or out of fashion? We're asking, because the Nissan Titan definitely fits the description.

Titan is a big truck. It excels at roominess, with lots of headroom up front, while the back seats of Crew Cab models offer plenty of legroom. It's a dazzling performer, with even more power and torque this year from its mighty 5.6-liter V8. (That's the standard engine; there is no base V6.) Properly equipped, Titan can tow 9,500 pounds. Four-wheel-drive models boast high ground clearances and generous approach angles. Titan's handling is equally responsive, making it among the most enjoyable of the full-size pickups to drive. Brakes, suspension, and drivetrain work together for quick response.

So Titan is a serious truck, but one that also pleases the senses. It offers more emotional appeal than other trucks. That appeal begins with its expressive styling and extends to clever innovations and options that include a factory-applied spray-in bedliner, a C-channel tie-down system for securing cargo and accessories, and a stash box integrated into the driver's-side rear fender for storing a tow hitch or other small items. The rear doors on the King Cab open nearly 180 degrees for quick access. A dampened assist reduces effort when opening and closing the tailgate. The Crew Cab has a power retractable rear window with privacy glass and an electric defroster.

Not surprisingly, Titan earned top honors in the Large Pickup segment of the J.D. Power and Associates Automotive Performance, Execution, and Layout (APEAL) study for 2006. The study measures owner delight with design, content, layout and performance.

And with all that going for it, Titan is also an American truck. Yes, it's the first full-size pickup ever from a company whose world headquarters are located outside of North America. (We're not counting the 1999-06 Toyota Tundra, which was only about 7/8ths full-size.) But Titan was designed in California, and is assembled near Jackson, Mississippi, using engines shipped from Nissan's plant near Nashville, Tennessee. With some Big Three-branded trucks now assembled in Mexico, the relative meanings of "domestic" and "import" become complicated.

Changes for 2007 are minimal. In some Midwestern and Southern states, Titan is now a Flexible Fuel Vehicle (FFV), meaning it can run on gasoline or various blends of gasoline and ethanol. In other states it still runs on gasoline only. But all prices are the same either way. Nor does FFV capability affect power and torque, both of which are increased for '07, from 305 to 317 horsepower, and 379 to 385 pound-feet, respectively.

Trim enhancements include new chrome packages for LE and SE. The Utility Bed is now optional on SE; and the Texas Titan package has been extended to include LE Crew Cabs as well as SE King and Crew Cabs.

Lineup
The Nissan Titan is available in two body styles: an extended King Cab with auxiliary rear doors and a 6-foot, 7-inch bed; and a Crew Cab with a larger cabin, four conventional doors and a 5-foot, 7-inch bed. All Titans are powered by Nissan's 5.6-liter V8 engine and five-speed automatic transmission. All models are available in 2WD and 4WD.

Three trim levels are offered: XE, SE, and LE. All come with a high level of standard equipment including a tire-pressure monitor, cruise control, tilt steering and a CD stereo.

The most basic XE King Cab 2WD ($23,700) and 4WD ($26,900) come with wind-up windows, manual door locks, cloth upholstery, a split front bench seat that has a fold-down armrest storage bin, a split pop-up rear seat, and 17-inch steel wheels. A Preferred Package ($700) adds an upgraded stereo with MP3 capability, an overhead console, a tinted and sliding rear cab window, and tinted rear door glass.

SE King Cab 2WD ($25,850) and 4WD ($29,050) add captain's chairs with a better grade of cloth, 18-inch aluminum wheels, power everything, and host of other features, including an audio package that can play MP3-formatted CDs. Various Popular Packages ($1100-1750) nearly bridge the equipment gap between the SE and LE (below); but leather upholstery is not available.

Other SE options include a Utility Bed Package ($950), which combines a clever channel system in the bed for flexible tie-down configurations to fit a wide range of cargo; a lockable storage system in the outside of the bed; tailgate lighting; a power point at the rear; and the factory-applied spray-in bedliner.

LE King Cab 2WD ($30,650) and 4WD ($33,700) get exclusive leather seats in front, Rockford-Fosgate audio, fog lights, power adjustable pedals, tubular running boards and all the trick bed features in the Utility Bed Package. A DVD-based navigation system ($1,800) is optional on LE only.

Front bench seats are available as a credit option on SE (-$150) and LE (-$400).

The Crew Cab 2WD XE ($26,550), SE ($28,350), and LE ($33,150); and 4WD XE ($29,750), SE ($31,550), and LE ($36,200) are similarly equipped. Most of the same option packages are offered.

An off-road package ($1,050) for 4WD models consists of a unique lower-ratio (3.357:1) Dana axle; switch-on-demand electronically activated locking rear differential; Rancho performance gas shock absorbers; beefyP285/70R17 all-terrain tires; fog lights; and skid plates for the radiator, oil pan and transfer case. The Trac Package ($300) adds Active Brake Limited Slip (ALBS) and the locking differential to a 2WD XE or SE.

All models can be equipped with XM or Sirius Satellite Radio ($350). SE and LE Crew Cabs are available with DVD entertainment ($1450), or a sunroof ($900). SE and LE King and Crew Cabs offer a safety package ($1200) that includes front-seat side-impact airbags, air curtains, and Vehicle Dynamic Control (VDC).

New for 2007 is a Chrome Package for SE ($2,500) and LE ($1,050) that adds 18-inch chrome wheels and chrome step rails. The identically priced Texas Titan Package includes chrome 18-inch wheels and step rails, plus fog lamps, factory spray-on bed liner, floor mats with the Texas Star, and Texas Titan identification. Offered only on SE Kings and Crews last year, the Lone Star look is now available on LE Crew Cabs as well. Tow packages) are also available, as are other options.

Safety features that come standard include dual-stage front air bags with seat belt sensors and a front-passenger occupant classification sensor. Titan's front seat belts feature pretensioners and load limiters and adjustable upper anchors; seat belts are your most important line of defense in a crash, so be sure to wear them. In the rear are three-point outboard passenger seat belts and the LATCH (Lower Anchors and Tether for CHildren) child seat anchor system. Active front head restraints come standard on all models.

Walkaround
The Nissan Titan is boldly styled. Its blocky head-on view, with its twin sloping chrome bars angling down across a bee-comb radiator presents an intimidating appearance in rear-view mirrors, a look that's simple and direct. The rest of the Nissan Titan fulfills that impression: direct and shaped by function, a true truck. Big fender flares give it a look of rugged sportiness. Lots of chrome up front adds to the boldness, heightened when combined with dark paint colors.

It's more angular and, to our eyes, more handsome than the new, 2007 Toyota Tundra, and in some ways it looks sportier than the other trucks.

The King Cab's unique door design is a real light-bulb innovation. Like most extended-cab pickups, the Titan King Cab has a conventional front door hinged at the front, with a rear-hinged back door; and you must open the front door before you can open the rear door. But the Titan's rear door opens not just to the near 90 degrees that's expected; it swings farther yet, yawning 168 degrees, which is nearly flat against the truck's body. Wide-Open Nissan calls it, and it is. On both sides, too. It's surprising how often this feature becomes useful. At the grocery store, it makes it much easier to maneuver a cart closely into position for unloading. Next to a curbside tree, you can open the main door just wide enough to get out, open the rear door its full 168 degrees, close the main door, and you have unencumbered access to the cargo area behind the seats. Doing the same thing on the driver's side means you can unload cargo without having a big door open into traffic. King Cab models come with 6 1/2-foot beds.

Crew Cab models feature four full-sized doors, adding greatly to comfort and convenience. Crew Cabs have 5 1/2-foot beds, trading a foot of bed space for roomy rear seats and more interior cargo room.

With their tailgates lowered, both bed sizes can accommodate 4x8-foot sheets of building material between their wheel housings. Four big eyelets are bolted to the insides of the bed for tying things down. Like the Ford and Dodge trucks, the load height (the distance from the bed to the ground) is high on 4WD Titans, measuring approximately 37 inches to the open tailgate by our tape measure. On 2WD Titans the load height is about 34 inches, a big difference when loading heavy cargo. Higher may be better for displaying machismo, but lower is better when there's work to be done.

Nissan's sprayed-in bedliner looks terrific. The anti-skid surface keeps cargo from sliding around while driving and reduces noise. That same anti-skid surface can also make it harder to slide a box out, but this seems outweighed by the upsides. It prevents scratches and rust and, unlike plastic drop-in liners, it doesn't trap moisture underneath, again reducing the chance of rust. It's also covered by the truck's warranty. The coating is applied at a $2 million facility specifically built for this purpose at Nissan's modern truck factory in Mississippi.

The available C-channel tie-down system, part of the Utility Bed Package, is designed to accommodate a variety of scenarios. It features C-section rails mounted in the bed: two on the floor, and one each on the side and forward walls. Removable cleats slide into the channels and can be positioned anywhere along its length, thus permitting customized securing of cargo. Sliding cargo trays, a sliding tool box and other modular storage units are available for kayaks, bikes, and other needs. The bed channels feature protective caps that slide on to keep out debris when they're not being used. It appears to be a great system.

The storage compartment integrated into the left rear fender is convenient for storing a tow-hitch ball, work gloves, road flares, or a first aid kit. Measuring 11x15 inches, this small bedside compartment is double sealed to be weather and dust proof. Opening it is a little awkward because you must pry open a little spring-loaded cover with one hand, then unlock the lid with the ignition key in the other hand; however, the key can then be pulled out and put back in your pocket because the lid automatically locks when it's pushed shut.

Cargo lamps on the back of the cab light up the bed; perimeter lamps on the big outside mirrors illuminate the ground along the sides of the truck. The tailgate can be locked with the ignition key, making it harder to steal. A power outlet inside the rear of the bed is provided for powering air compressors and other accessories.

Interior
Inside, the Nissan Titan feels spacious yet snug at the same time. It's roomy when measured in cubic feet, but it's also organized, with handy storage bins and spaces to tuck stuff away.

Two interior configurations are available. Standard on XE is a front bench seat with column shifter to accommodate up to six passengers. SE and LE come with two front bucket seats (captain's chairs) and a gated floor shifter in a large center console. You can still get the bench seat as a credit option, upholstered in premium cloth in SE and in leather in LE.

The leather upholstery in the LE models is sporty, attractive and quite pleasing. The rear seats in the LE are covered in matching vinyl that most people will assume is leather. It's a good sleight of hand.

The bucket seats are firm and comfortable. The seat bottoms are relatively flat, making it easy to slide in and out, yet they offer good support and feel like they'd be comfortable on cross-country trips. We find them more comfortable than the cushy seats in the GM trucks or those we've seen in the new Ford F-150, which could use more side support. The Titan LE driver's seat and passenger's seat are power adjustable, with memory on the driver's side. Seat heaters are available.

The King Cab has 60/40 flip-up rear seats, and the nearly flat floor beneath makes loading and toting a wide mix of people and things a breeze. Three people can ride in the back seat, enjoying lots of legroom and headroom, but the upright seatbacks make anything longer than a trip to the restaurant or store feel like a journey. Bottle holders are provided in the rear doors for back-seat riders. Flip up the rear seat bottoms and the King Cab can carry a 160-pound dog in comfort. (We did this.) Hooks provided on the seat bottoms are useful for hanging grocery bags, tote bags, or gear bags so their contents don't end up scattered around the floor. The seatbacks also fold down, adding another cargo-carrying option. Add the benefits of the wide-opening rear doors and the King Cab offers real flexibility.

The Crew Cab is roomy and comfortable whether sitting in the front or rear seats. The Crew Cab offers more front legroom and rear legroom than most other full-size half-ton pickups. The rear seat is large and relaxing, with a full 24 degrees of seatback angle. The rear seats are split 60/40 with bottoms that flip up, revealing much more interior cargo space than what's available in the King Cab. The fold-up seat bottoms leave more usable space available than fold-and-tumble designs. Ample storage is available in the rear compartment, including door storage bins and rear door bottle holders in the armrests.

Titan's interior is smart in function and in looks. Large knobs, handles and grips are easy to operate, even when wearing heavy work gloves. Big knobs are used for the manual heating and air conditioning controls.

The top-line Rockford Fosgate audio system has a big volume knob and large station buttons that can be set simply by holding them down for a couple of seconds. Secondary audio functions are easy to access and operate. An auxiliary input is provided on the dash for plugging in an Apple iPod or other MP3 player.

Thoughtfulness in the design is evident everywhere, inside and out, making the Titan a singularly useful truck. The lid on the center console is flat, so you can set a clipboard there without having it slide off; the lid is indented and lined with rubber for small items. The center console on bench-seat models is large enough to accommodate laptops. The center console in bucket-seat models is designed to hold DVDs and CDs. Well-designed cup holders provide welcome homes for sleeved grande cappuccinos. Decent-size coat hooks are easily accessed for hanging a coat or a load of dry cleaning. The glove box is large, with a damped lid that doesn't slam open. Battery power points are provided for charging laptops.

An available overhead console offers several storage compartments, including a sunglasses holder large enough to hold those big Ray Bans that won't fit anywhere else. Adjustable pedals are standard on LE to help ensure a perfect driving position, and are especially useful in moving smaller drivers away from the airbag-equipped steering wheel.

The optional navigation system features a bright screen with two views of the world, and it's easier than most to operate. The system integrates some of the audio functions where appropriate and indicates the status of the air conditioning, but avoids integrating climate functions, so you can quickly turn down the fan speed without having to call up a menu.

Rear park assist, which comes with the navigation system, is a great aid when parallel parking; the system sounds a beeping tone that increases in frequency as the rear bumper approaches an object, such as a parked car, a short metal pole or a child on a tricycle.

Driving Impressions
Driving the 2007 Nissan Titan is a pleasure. For starters, it offers brilliant throttle response. Its powertrain is perhaps the most responsive among the full-size pickups with comparable engines. The Titan always feels alert and wide awake, like it started the morning with a double espresso. The V8 delivers quick acceleration performance whether launching off the line or pulling a quick pass at speed. It isn't a whisper-quiet engine, but has a deep exhaust note that sounds pleasing when accelerating.

Nissan's Endurance V8 is a modern design with double overhead-cams and 32 valves. Dimensional changes to the air cleaner and intake manifold boost power and torque for '07, from 305 to 317 horsepower, and from 379 to 385 pound-feet of torque. Better still, the Titan's engine delivers 90 percent of that peak torque across a wide band down to low rpm. Torque, that force that propels you from intersections and pulls heavy trailers up long grades, is particularly important when towing and hauling. Fuel economy remains nearly the same as last year, with both 2WD and 4WD models now rated 14/18 mpg. Regular unleaded is recommended.

The five-speed automatic transmission is equally responsive, quickly downshifting whenever needed. With five gears to choose from, it can always find an appropriate ratio for smooth, rather than abrupt, downshifts. The transmission features a Tow/Haul mode to reduce unnecessary shifting and heat buildup. Towing capacity is 9,500 pounds, which is more often seen in heavy-duty 3/4-ton trucks, not light-duty 1/2-ton trucks like the Titan

Handling is quick and agile. It's easy to drive the Titan smoothly or quickly or both at the same time. Ride quality is good in most situations, though we found a rippled, well-traveled section of I-405 in Los Angeles that generated an uncomfortable harmonic in a 4WD model. A 2WD Crew Cab we drove seemed to offer a better ride.

Braking is accomplished with four-wheel discs. It's easy to modulate the brakes for smooth stops in everyday driving. Anti-lock brakes come standard with electronic brake-force distribution and Brake Assist. (ABS helps the driver maintain steering control in a skid. EBD improves balance and stopping power by apportioning the braking force to whichever tires are getting the best grip. Brake Assist helps ensure full braking potential in a panic stop.)

4WD models offer shift-on-the-fly capability through an electronically controlled part-time transfer case. Simply turn a knob to shift from two-wheel drive to four-wheel drive. This can be done while driving. To engage the 4WD low range, however, you must come to almost a full stop, and then push the knob in and turn it. The low creeper gear keeps steep descents in the comfort zone. An off-road package includes an electronically activated locking rear differential to help the Titan slog through the toughest conditions.

Summary and Specifications
The 2007 Nissan Titan is a serious, full-size pickup boasting brilliant throttle response and agile handling. It can tow up to 9,500 pounds. Its cab is big and roomy. And it's loaded with innovations such as a spray-in bedliner and a track system for cargo and accessories. The King Cab boasts a clever door that opens nearly 180 degrees. The Crew Cab has super-roomy back seats. All of that puts Titan in the front row of a class of superb trucks. [Source : automotive.com]

Nissan Versa Review

2007-05-02T16:55:00.000-07:00

Small cars are back in favor, which is not surprising considering the price of gasoline. Nonetheless, many people still desire to own a car with a decent amount of interior space and adequate performance, all for a reasonable price, of course. There's nothing new about this for Europeans, as they have been used to high fuel prices for many years.

The all-new 2007 Nissan Versa arrives as an addition to Nissan's lineup and is now the smallest model you'll find in its showroom. The fact that it's partly based on the Renault Megane, a successful European small car, is a good start.

If you haven't driven a small car in some time you'll likely be pleasantly surprised at how big the Versa feels. There is decent head room, and even tall passengers will find rear seat leg room as good as that in many much larger cars or SUVs. Handling is crisp and parking is a breeze.

Initially, the Versa is only available as a five-door hatchback, but a sedan version will appear in Nissan showrooms later in the model year. Modern hatchbacks have improved considerably from the econoboxes of years gone by and the Versa is no exception with a well finished interior that includes good materials and plenty of modern conveniences and safety features.

The Versa competes with the lower priced Toyota Yaris and the more expensive Honda Fit, but it is slightly bigger than either. All three of these brand-new competitors are designed with relatively tall rooflines for increased interior comfort and visibility.

The Versa is smaller and less expensive than the 2007 Nissan Sentra, but it actually offers greater interior space and more versatility. Bottom line, the Versa is a large small car with good performance, plenty of safety features and versatility.

Lineup
In keeping with its positioning as Nissan's entry-level car, the Versa lineup is pretty straightforward. It is available in two trim levels with manual or automatic transmission. All models are powered by the same 122-horsepower 1.8-liter four-cylinder engine driving the front wheels. Initially the Versa is only available as a five-door hatchback. A sedan version will be added to the lineup in early 2007.

Both the S ($12,450) and SL ($14,450) come standard with a six-speed manual transmission, which is far from the norm in this class of car. The S is also offered with a regular four-speed automatic transmission ($13,250), while the SL automatic ($15,450) gets the more advanced and much more economical Xtronic CVT (Continuously Variable Transmission).

Standard features include electric power steering, power-assisted front disc brakes, tilt steering column, 60/40 split folding rear seats with cargo cover, air conditioning with micro filter and an AM/FM/CD stereo system.

Safety features are comprehensive, including advanced front airbags, side-impact airbags, roof-mounted curtain airbags, front seat active head restraints, tire pressure monitoring system and an engine immobilizer. Anti-lock brakes (ABS) with Brake Assist and Electronic Brake force Distribution (EBD) are an option on all models.

Options are limited on the S but include ABS ($250), a rear roof spoiler ($350), splash guards ($110), floormats ($150) and an aluminum kick plate ($90). A Power Package ($700) includes power windows, power door locks, remote keyless entry, door armrest pad and a glove compartment light.

The SL models feature a more powerful stereo system with an in-dash six CD changer with an auxiliary input jack, cruise control, alloy wheels, woven cloth seat fabric, rear seat center armrest, rear door pockets, remote keyless entry and power widows, door locks and mirrors.

Options for the SL include ABS and some of the other options listed above that don't come standard. XM or Sirius Satellite Radio ($300) is available for the SL, along with five option packages: The Convenience Package ($700) features an Intelligent Key system, Bluetooth hands-free phone system, steering wheel audio switches and a leather-wrapped steering wheel. An Audio Package ($300) adds a Rockford-Fosgate stereo with premium speakers and subwoofer. The Sunroof Package ($600) features a power sunroof and illuminated visor vanity mirrors. A Sport Package ($700) includes fog lights, rear roof, side sill and front and rear chin spoilers.

Walkaround
There's no doubt that a car with short overhangs looks much sportier than those where the wheels are far from the nose or tail. The Nissan Versa has an exceptionally short rear overhang that makes the car look much larger than it actually is.

From the front the Versa has some family styling cues from the Quest minivan including a highly raked windshield and a prominent grille. The triangular shaped headlights look classy. Overall though, it doesn't look that much different from other small cars on the road.

It's very different at the rear as the Versa almost looks a bit like a hatchback BMW. The edges of the tailgate are angled inwards surprisingly far toward the lower lip. It's probably designed this way to allow the trapezoid-shaped taillights to stay on the body rather than being mounted on the tailgate itself. It gives the rear end a unique character, though the tailgate opening is smaller than it could be.

The sedan version has a more conventional rear end that does not stand out nearly as much. For some that may be fine but in reality it is less versatile and makes the car look less appealing.

Interior
If you want to be impressed by the Nissan Versa, sit in the back first. As you get in you'll be pleasantly surprised by the size of the rear door and how the front edge of the rear wheel well does not intrude as you step in. There are many larger four-door sedans and even many large SUVs that have smaller openings.

Even a six-footer shouldn't feel cramped as the rear seat legroom is best in its class and at 38 inches is as much as you'll find in cars such as the Toyota Camry and Ford Crown Victoria. It even comes close to that in the Chevy Suburban. Indeed, the Versa's rear seat legroom is more generous than in any other vehicle in Nissan's lineup, except for the humungous Armada SUV.

Nissan has made sure that most of the surfaces you touch, such as the armrests and door handles, have a soft feel to them. No hard plastics here. It's obvious Nissan listened to the criticism of the Quest minivan which was lambasted for its hard plastic surfaces. The cloth-covered seats are also comfortable without being too soft and offer plenty of side support.

The instrument pod contains three large, well-recessed gauges that are easy to read. The speedometer takes pride of place in the center and almost seems as if it is floating over the other two gauges.

Controls for the dash mounted radio and CD changer are well integrated into the center stack and although they are not very large they are easy to see and comprehend. There is a large volume knob in the center with a very visible power button.

Three functional, conventional knobs operate the climate control system. All in all there's nothing fancy about any of the controls although everything looks well finished. Two large cupholders are conveniently located under the center stack.

Keyless remote entry systems are now almost a standard on all but the least costly cars. The Versa goes one step further with its optional Intelligent Key, which allows for keyless starting of the engine, something that hithertofore has only been available in luxury cars.

Versa's versatility really shines when it comes to carrying the goods. There's a generous 17.8 cubic feet of cargo space with the rear seats in place. Fold them down and you've got 50 cubic feet, which is almost as much space as you'll find in a small SUV. Part of the reason for the spacious rear cargo space is due to careful design of the rear suspension so that it does not have any struts intruding into the interior.

Driving Impressions
Part of the reason the Nissan Versa delivers good fuel economy is due to the use of the Xtronic continuously variable transmission, or CVT. Nissan first used this system in the Murano where it was so well integrated that some drivers never noticed it was anything other than a regular automatic.

That's not to say a CVT is not as good as a conventional transmission, but it is different. It delivers a much smoother drive as there are no gears or inefficient hydraulics involved. Instead, a series of belts are used to vary the drive ratio between the engine and the drive train. It works more efficiently than a traditional automatic, which is why the Versa equipped with a CVT delivers the best highway mileage. Around town it even has the same economy as one with a manual transmission.

Incidentally, although Nissan is offering a regular four-speed automatic transmission it intends to drop that in favor of just the CVT in the near future. Naturally, it will continue to offer a six-speed manual transmission for those who enjoy shifting.

As Nissan intends the CVT Versa to be the most popular model in the range that is the one we spent time driving. From the word go we were pleased with our experience in the car. It had plenty of zip and there was no problem merging into traffic on a fast free-flowing freeway. When you stomp on the gas pedal the sound of the engine revving instantly before the car accelerates can be a bit disconcerting to some. We found it not unpleasant, in fact it sounds kind of fun. Of course in regular stop-and-go traffic under slow acceleration there is no sensation other than the car moving forward smoothly with no sound or feel of shifting gears. It's certainly a far cry from the notch gear shifting that used to be all too common on small four-cylinder cars with automatics.

On winding roads in Tennessee, near where Nissan is building its new U.S. headquarters, we found the car's handling to be perfectly adequate. It's not sporty like a Mini Cooper, nor is it sloppy like budget cars of a few years ago. Sporty drivers might wish for more feedback from the steering and more power, but there's no reason for others to complain.

The Versa is one of the first cars in this price category to feature electric power steering. In the past we have been disappointed in the poor feel of electric steering but Nissan seems to have designed this system so it feels just as good as any hydraulically powered steering. No complaints here.

Thanks to the long wheelbase with wheels pushed out toward the four corners, the ride is better than one usually expects from a small car. Brakes are fine but again don't expect to race this car through a slalom. It wouldn't take much, though, for Nissan to upgrade components and produce a truly sporty version as the fundamental basics for a decent performance car are all there.

Summary and Specifications
Nissan has made good use of its Renault parent by basing the Versa (known as the Tiida in the rest of the world) on the same underpinnings used for the popular Renault Megane in Europe. The Nissan Versa delivers decent performance and has a surprising amount of interior space. It feels much bigger than it actually is, which is also a good thing. The real joy, though, comes when its gas tank costs half as much to fill as it would for a large SUV, yet it'll go just as far, if not further, on that tankful without having to sacrifice much in the way of performance, space or luxury. It's no wonder the Versa is regarded as a near-luxury car in Japan. [source : automotive.com]

Nissan Sentra Review

2007-04-29T08:05:00.000-07:00

The all-new 2007 Nissan Sentra is the sixth generation of a car that has been a best-seller around the world. Unlike the first five generations, the '07 Sentra was designed primarily for the needs of North American buyers. That's quite a commitment to the belief that the U.S. is where it's at, for this market.

But we want our small cars big, so the Sentra moves into that territory. Those who want truly small cars have other options: the Nissan Versa, Honda Fit, Toyota Yaris, and all-wheel-drive Suzuki SX4, to name a few.

The Sentra is aimed at Echo Boomers, those kids of Baby Boomers. So if the Sentra is the second car they've owned in their lifetime, it might be a step up in size. Nissan believes that these folks virtually live in their cars, so in designing the new Sentra, they've tried to create a "mobile backpack."

The cabin is more spacious, and is finished like a more expensive car, with wonderfully supportive seats in either cloth or rich leather. One thing the Sentra doesn't have, surprisingly, is a fifth door: no hatchback model, only the sedan. But at least the 60/40 rear seats fold flat, opening up the trunk space, creating a large flat cargo area, or a cozy space for two Echo Boomers to sleep.

There's an all-new aluminum 2.0-liter engine, more powerful and fuel efficient than before, to go with the new chassis and body. It's mated to either a wonderful six-speed gearbox, or an optional new CVT, continuously variable transmission. If you like a manual gearbox in a car like this, the six-speed transforms the feel of the Sentra, and it's the way to go; but if you just want to forget the car has a transmission, the CVT is the call.

Lineup
There are three models of Sentra, the 2.0, 2.0S and 2.0SL. Each uses Nissan's brand new 2.0-liter four-cylinder aluminum engine, making 140 horsepower and 147 pound-feet of torque. The standard transmission in the 2.0 and 2.0S is a sporty six-speed manual, but a new high-tech and fuel-efficient Nissan Xtronic CVT is available for those two models ($800) and this Continuously Variable Transmission comes standard on the 2.0SL.

Standard equipment with the Sentra 2.0 ($14,750) includes cloth seats, air conditioning, halogen headlamps, 15-inch steel wheels, remote manual mirrors, four-way adjustable manual front seats, 60/40 split fold-down rear seats, power windows, power door locks, electric power steering, and AM/FM/CD with four speakers. Cruise control is unavailable. Anti-lock brakes are optional ($250).

The 2.0S adds 16-inch steel wheels, six-way manual driver's seat, power mirrors, remote entry, a six-speaker sound system, illuminated steering wheel audio controls, and vehicle information display. ABS is still optional, and at least Cruise control is available.

The 2.0SL adds leather interior, 16-inch alloy wheels, ABS with brake force distribution, keyless ignition, cruise control, and Bluetooth hands-free phone technology.

For all models, foglamps ($270) and rear deck lid ($210) are optional. A clever original feature called the Divide-n-Hide trunk (a secret space behind the rear seats) is optional with the 2.0S and 2.0SL, as is satellite radio wiring.

Safety equipment is extensive on all models, including dual-stage front airbags, front side airbags, full length curtain airbags, active front seat headrests, and a tire pressure monitoring system. It seems odd that anti-lock brakes aren't standard, and electronic stability control isn't available.

Walkaround
Nissan has brought the Sentra more into the family, with styling from a clean sheet of paper. It looks like a scaled-down Maxima now, with all the right curves, lines, and sculpted shapes. From every angle, it looks like a new Nissan, with its crisp character lines. Special attention has been paid to the grille, front fascia, big trapezoidal halogen headlamps, and steeply raked windshield.

Large door openings make it easy to climb in and out, and a high, distinctive rear deck offers ample trunk space.

The 2007 Sentra is 4 inches higher and 3.2 inches wider than before, and has a wheelbase 5.9 inches longer while only increasing the overall length by 2.3 inches, so there's a lot less of the body hanging over the wheels. This means better balance on the road. And the latest chassis are safer, with crush zones built into less space. Everything about a car is packaged so much more efficiently, today, in the cabin and under the hood. The Sentra is no exception.

You'll make no compromises in looks, comfort, safety or style, to have this inexpensive compact car in your driveway.

Interior
Nissan is marketing the Sentra toward those so-called Echo Boomers and their alleged non-stop lifestyle. There's an upcoming funny commercial featuring a rumpled Echo Boomer who makes a documentary of himself living 24/7 in his Sentra. So what does the Sentra have that will appeal to a life like that? One thing, for example, is a locking glovebox deep enough to hold a laptop computer. There's also an integrated removable CD holder on the headliner above the driver's sun visor; cupholders that are adjustable for 20-ounce bottles, 32-ounce mega cups, or cellphones and DVDs; and pockets with see-through netting on the backs of the front seats for passengers' cellphones and iPods.

With 97.4 cubic feet of cabin space, the '07 Sentra has more room than the Mazda3, Honda Civic, Toyota Corolla, and Chevy Cobalt, in that order. In trunk volume, the Cobalt makes up for it, with 13.9 cubic feet, compared to the Sentra's 13.1; but the Sentra has something simple but clever, in its optional (2.0S and 2.0SL) "Divide-N-Hide" trunk. The trunk is so deep that it can accept a false folding back, creating a secret space about 20 inches wide, just behind the rear seat.

We spent time in both a bare-bones Sentra 2.0 with cloth seats, and the fully equipped 2.0SL with leather. We loved the supportive feel of the cloth seats; they embrace your back like a good hug, and are neither too firm nor too soft. The leather is plush for a compact car.

The four-speaker sound system in the 2.0 was okay, and the six-speaker Rockford Fosgate audio system with in-dash 6-disc CD system in the 2.0SL was great.

The longer wheelbase with shorter overhangs results in more legroom for the rear seat passengers. When there's no one back there, the 60/40 split rear seat drops flat, to open up the space into the trunk. There's no problem fitting a bicycle (or maybe two) back there, through the trunk; two friendly Echo Boomers could even sleep back there.

But the new instrument panel might be the nicest aspect of the interior. Again, very stylish, and functional too. The instruments are sharp, the controls easy to operate, and the center stack features a strong-looking shift lever rising out at a 45-degree angle. The trim around it all is a handsome flat silver.

Driving Impressions
The new engine brings the 2007 Nissan Sentra into the world of high-tech inline fours, with its aluminum block and head, continuously variable valve timing, and electronic fuel injection. It makes 140 horsepower (same as the '06 Honda Civic, 14 hp more than the Toyota Corolla and 10 hp less than the Mazda3), but it's been designed to produce strong torque; with 147 pound-feet, it beats those others. In fact, 132 pound-feet are available at 2400 rpm, down low where you want it. Torque is important because it's needed for acceleration at lower rpm.

Our Sentra 2.0 zoomed up freeway on-ramps, and felt like it belonged in the fast lane. The flow of traffic in northern California was more than 80 mph, and the Sentra ran 90 with ease. The engine wasn't loud and didn't feel strained at that pace, although under full-throttle acceleration it was a bit noisy from 5000 rpm up to its redline of 6500.

The Sentra is EPA rated at 29 city and 36 highway miles per gallon, with the new CVT transmission, as in our test model. This is the third generation of that transmission, and the technology improves in leaps. The main benefit with a CVT is less internal friction, for better gas mileage. With only two ranges, high and low, it's smoother because there's less shifting, although the sound is odd, like the car is winding up. And the surge when you floor it is pretty aggressive. The 2007 Nissan Altima has a manual mode for the CVT transmission, turning it into a six-speed; but the Sentra, alas, does not.

The suspension is a new independent configuration in front, with a torsion beam in the rear, a compact design with separate shocks and coil springs that allows more room for the trunk that's above it. It's firm in a quality kind of way, yet never harsh or uncomfortable. It feels rugged and inspires confidence, out there in the cruel world of potholes.

The brakes feel even better. Vented 11-inch discs in front and drums in rear. It's unfortunate that ABS isn't standard except in the 2.0 SL, especially considering all the other standard safety equipment; but at least the option is only $250. We recommend it because the anti-lock brakes allow you to brake and steer at the same time in a panic stop.

The Sentra uses electric power steering, as opposed to hydraulic. It's speed-sensitive, which means the feel is lighter when parking and heavier out on the freeway, as it should be.

Summary and Specifications
The word that applies to every aspect of the all-new 2007 Sentra is solid. Nissan has nailed this one, from a design standpoint. It's got a new engine, chassis, styling and interior, all of which are excellent and will keep the Sentra near the top of its competitive class of well-built cars. For the price, the Sentra is a great value. [source : automotive.com]

Mitsubishi Eclipse Spyder Review

2007-02-26T08:31:00.000-08:00

The Mitsubishi Eclipse Spyder returns to the Mitsubishi lineup after a one-year hiatus as a 2007 model, with a full-power, convertible top that folds completely into a fully covered, self-closing bin. All with the driver doing nothing more than releasing a couple of latches and pushing a button.

The Spyder comes with a choice of four-cylinder or V6 engines, each available with manual or automatic.

The Spyder offers all the pleasures of open-air motoring with few of the displeasures. The top, especially, is a quality structure. It's finished inside, with all the struts, pivots and bows hidden behind sound-deadening fabric. With it up, the interior feels and sounds much like the coupe, although perhaps a little claustrophobic. With it down, the steeply raked windshield pushes most of the air up and over the open cockpit, allowing almost-normal conversation; hats are just as essential for avoiding sunburn as for controlling wind-blown tresses.

Despite weighing about 200 pounds more than the coupe, due to bracing added in the conversion to a convertible, the Spyder gives up only one mile per gallon to the coupe in fuel economy in all but the top-level V6 with automatic, and that drops only two mpg and only in the highway estimate.

In pricing, the '07 Spyder actually costs less than its predecessor. The base GS model lists at $355 below the '05, the GT more than $2000 below the top '05 model, and both with more content.

Measured fun per dollar, the Eclipse Spyder is well worth a look for anyone shopping for a sporty convertible.

Lineup
The 2007 Mitsubishi Eclipse Spyder is a two-door, four-seat roadster based on the latest Eclipse coupe.

The GS ($25,389) comes with a 162-horsepower four-cylinder engine and a choice of five-speed manual or four-speed automatic transmission ($900). Standard features include cloth upholstery; air conditioning; cruise control; the usual power accessories and fitments; tilt steering column; a premium, Rockford Fosgate, 650-watt stereo with AM/FM/MP3 capability connected to nine speakers and subwoofer; and 17-inch, flat-flanged, five-spoke, alloy wheels wearing all-season tires. The Leather Package ($980) adds leather-surfaced, heated front seats; heated outside mirrors; and a center-top dash display with ambient temperature and compass.

The GT ($28,269) comes with a 260-hp V6 with either a six-speed manual or a five-speed automatic ($900). Standard upgrades on the GT are confined to the center-top dash display, an oversized exhaust tip and a red rocker cover on the engine. A Premium Package ($1730) adds leather-trimmed, heated front seats, automatic climate control, heated mirrors, six-way power driver's seat, rubber-nibbed, aluminum pedals, and flat-flanged, 18-inch, seven-spoke, alloy wheels with all-season tires. A wind deflector is also available.

Also offered on both GS and GT are two premium paint colors, Satin Mesei (visualize metallic green) and Sunset Pearlescent ($130), over and above the more traditional red, white, silver and black (blue is slated for late availability). Mitsubishi has signed off on three dealer-installed equipment packages (i.e., installation not included), as well. These are an aero kit, with front corner airdams, sport side sills and rear wake modifier ($1820); an accessory package, with alloy fuel door, wheel locks and floor mats ($179); and an appearance package comprising the aero kit and appearance package ($1999).

Safety features standard on both models include dual-stage front airbags, front seat-mounted side-impact airbags, front seatbelt pre-tensioners and force limiters, child safety seat anchors (LATCH) and antilock brakes with electronic brake-force distribution.

Walkaround
If you loved the coupe, you'll like the convertible.

The front end of the 2007 Mitsubishi Eclipse Spyder is identical to the 2006 Eclipse coupe. The split grille wears the Mitsubishi three-diamond emblem on its divider. Compound, projector-look, faux-HID (i.e., fronted by a blue-tint lens) headlights rest in notches cut into the leading curves of the fenders. A large air intake fills the lower half of the front bumper. Round fog lamps tuck into the corners beneath the headlights. The barest hint of a spoiler forms the bottom edge of the fascia between the air intake and the fog lamps.

Not surprisingly, the transformation of the coupe into a convertible alters the Spyder's side view most significantly, but not all that dramatically. The change is, in fact, less disruptive of the Eclipse's sleek lines than the chop job done to the Nissan 350Z in birthing that sports car's roadster. Most noticeable is the loss of the rear quarter window to an expanse of either black or gray fabric, depending on the body color ordered. The tires still look undersized for the wheel wells, especially in the rear, but the rocker panel-like swell across the lower portion of the door panel lightens the mid-body mass.

Lowering the top emphasizes the Spyder's wedge shape, with the fast windshield arching back over the front seat and the bulbous rear quarters seeming to rise up to fill in for the dropped top. The powered top disappears completely, collapsing into a well under a flush-fitting tonneau cover behind the rear seat. The process takes almost 20 seconds, but it's an easy process, with only a couple latches to release and a button to press. And once it's done, there's no cumbersome plastic cover that has to be wrestled into place to cover the folded top. Putting it up is just as slick, and again, without leaving behind a plastic cover that'll consume precious trunk space.

Out back, a translucent spoiler incorporating the high-mount stoplight arcs across the high rear decklid between clear-lens taillights. The license plate sits inside a cutout in the rear bumper beneath an embossed "ECLIPSE." A tiny red reflector is embedded in the lower corner at each end of a cutline running the width of the bumper above an extractor-like indent, through the right-hand end of which the exhaust exits.

Interior
Again, if the interior of the coupe worked for you, so will the interior of the convertible, as the two are identical, save for the switches at the base of the center stack that operate the top. Oh, yeah, and for the sad excuse for a back seat sized less for people than to make room for a space to store the folding top.

Front seats provide good support for lower back and thighs, as well as decent bolstering for keeping driver and passenger in their place during quick runs down winding roads. As mentioned, the less said about the rear seats the better, although we should in interest of thoroughness report the seat bottoms are deeply dished, while the seat backs are almost vertical, making for an included angle between the two planes of something less than 90 degrees. And then there's the subwoofer between the two seat forms that should deliver a good back massage when the stereo's cranked up.

Monitoring what's happening under the hood and beneath the tires is relatively easy, with large, round speedometer and tachometer framed by the top half of the steering wheel. The engine coolant and fuel level gauges, however, are buried down in the shadows in the lower, outboard corners of the instrument panel, forcing the driver consciously to look at and focus on them, instead of merely intuitively scanning them every few minutes.

Prizing function over flash, the center stack is nicely organized, topped by a hooded information display. Below in order are two of the dashboard's four, symmetrical vent registers; the CD/stereo control head; and the air conditioning panel, the latter two with mostly ergonomic buttons and knobs. We'd like larger radio station preset/CD selector buttons, but that's our only complaint in this area.

Storage is about par for what's effectively a two-plus-two sporty car. The glove box deceives, with a wide cover but a more limited inside. Door-mounted map pockets don't deserve the name, as they're barely adequate for a small notebook and so shallow it often falls out when you shut the door. A pair of basic cup holders fill the center console between the shift lever and a decently deep storage bin. The trunk space probably has enough room to hold not much more than Tiger Woods' very first set of golf clubs.

Visibility out the front is the best of all angles. Side windows are more chopped-top height than full size, with mirrors positioned back a ways from the front of the doors, to the point a driver has to turn the head to check neighboring lanes. The expanse of top material and the small rear window pretty well wipe out rear quarter vision, leaving sizable blind spots the speed cops will no doubt find to be perfect hiding places while they pace you.

Driving Impressions
Ah, a sunny day and a convertible. Wind in the hair. Mr. Sol scorching the forehead. Where's that hat when you need it, eh? All of which pretty much covers the pleasures that come with driving the 2007 Eclipse Spyder. Because like most convertible conversions, whether done in-house by the original manufacturer or by an aftermarket modifier, the Spyder trades a good measure of its ride and handling potential for the joys of open-air motoring.

Power-wise, the four-cylinder is competent, but sounds buzzy and low rent at idle and under hard acceleration. Cruising at highway speeds, however, it's more comfortable and relaxed, quieter, too. The V6 is the better choice in all regards, except, no surprise, price and mileage; it adds almost $3000 to the Spyder's window sticker and lops off as much as five miles per gallon in city driving and three mpg in highway driving from the four cylinder, according to the U.S. EPA's estimates. But it's significantly smoother under way and silky silent at idle, and its 98 horsepower and 96 pound-feet of torque over the four cylinder are a major step up in a car weighing close to two tons by the time a driver and passenger's mass is considered.

The shift lever, essential for managing the delivery of that power to the road, falls readily to hand, whether for the automatics or the manuals. Gear selection is more precise in the V6's close-gated six-speed manual than in the four-cylinder's five-speed, but both work well, with little of the rubbery feel so common with a front-wheel-drive layout. The automatics transmissions on both models offer a Sportronic mode that lets the driver shift manually. The slot for the manual mode is on the passenger's side of the shift gate, however, making for awkward up and down taps. Gear changes are quite properly more defined in Sportronic mode than in full automatic, but even then, they're well managed, with engine speed momentarily slowed by the electronics to soften the shifts. Mitsubishi's Sportronic holds the selected gear for as long as you want, a strategy enthusiasts prefer over manual modes that override the driver.

The brakes, vented discs in front and solid discs in back, do their job without fanfare or fuss, neither overwhelming in stopping power nor causing concern about fade. We wouldn't expect them to hold up to lap after high-speed lap of a race track, but for the style of motoring for which the Spyder is intended, they're more than up to the task.

The top is fully lined, which reduces traffic noise around town, and suffers only minor drumming at speed on the interstate. Top down, there's some buffeting that logically intensifies with speed, and conversation is more difficult, but not a strain; the wind blocker included in the Premium option package for the GT helps some, but not much. Even the stereo compensates, triggered to jack up the volume when the top is down. It's not as sophisticated as the system used in the 2006 Mazda Miata MX-5, which uses an equalizer actually to re-mix the stereo's output to overcome ambient noises unique to open convertibles, but we noticed a difference.

On smooth pavement, whether straight or winding, the Spyder is loads of fun. Yes, as a front-engine, front-drive car, it'll plow, or understeer (wants to go straight instead of turning), when carrying too much speed into a corner, but the wide track (the distance between the left and right tires) and large footprint from the low-profile tires keep this at a minimum. It has good directional stability and responds promptly to steering inputs, although the turning circle truly caught us unawares, forcing us to do a back-and-fill to manage a U-turn at more than one intersection after missing a turn. There's virtually no body lean in corners. And with the top down, you're sitting out there in the open, with nothing between you and the roadside vistas and scents and sounds.

It's when the going gets rough or the pavement grows ripples that the Spyder's coupe roots reveal themselves in marked cowl shake and body shudders that continue for a beat or two after the shock has passed. A sharp bump mid-way through a corner being taken even at a socially responsible speed will actually alter the car's line, not merely shift everything sideways a bit. Sadly, it's the same with top up or down. And slam a door, and there'll be noticeable vibration.

Summary & Specifications
The 2007 Mitsubishi Eclipse Spyder is a fun car. If, that is, you accept it for what it is: a sporty, top-down tourer. But it's not a sports car, in the truest sense of the term. Accept that, and you can't go wrong. [source : automotive.com]

Mercedes-Benz GL-Class Review

2007-02-06T14:13:00.000-08:00

The 2007 Mercedes-Benz GL 450 is the auto maker's first full-size sport utility vehicle. This all-new GL-Class of SUVs features three rows of seating and can seat up to seven passengers.

Large and luxurious, the GL is built in the United States alongside the M-Class mid-size SUV and the R-Class touring wagon. The GL is designed to appeal to Mercedes-Benz sedan owners who want the off-road, four-wheel-drive, seven-passenger and 7500-pound towing capabilities that come with a full-size SUV along with the luxury and safety features they have in their other Mercedes vehicles.

While their names sound similar, don't confuse the new GL-Class with the venerable G-Class or Gelandewagen. The GL shares nothing in common with the utiliarian G-Class, which will remain part of the Mercedes model lineup.

Initially available in one form, the Mercedes-Benz GL 450 is large and capable off road yet feels surprisingly car-like on the road. That car-like feeling comes in part because this is the first full-size SUV built around a unibody architecture instead of traditional body-on-frame construction. Mercedes says the GL is strong enough to tow a 30-foot boat, a trailer carrying three horses, or a good-sized Airstream travel trailer.

Lineup
The GL-Class launches with a single model. The 2007 Mercedes-Benz GL 450 comes with a 335-hp V8 engine similar to the one in the new S-Class sedan. Additional models will be coming, starting early in calendar year 2007 with the GL 320 CDI, which comes with a diesel engine. Later, the GL will be available with Mercedes' breakthrough BlueTec diesel powertrain.

The Mercedes-Benz GL 450 ($54,900) comes with a 4.6-liter V8 engine, seven-speed automatic transmission, the 4MATIC four-wheel drive system, and the Airmatic air suspension system. It comes with seating for seven and with a third row that powers up or down at the touch of a button.

Options include Distronic radar-controlled cruise control; a rear-seat entertainment system with two screens; Keyless Go, which allows the car to be started as long as the key is inside the vehicle; Parktronic, which uses sonar to detect obstacles near the vehicle; a power rear tailgate; Harman/Kardon Logic 7 surround sound system; and DVD navigation.

Safety features that come standard include eight airbags, including side airbags for all four outboard first and second-row seating positions as well as side curtain airbags that protect occupants in all three rows. It comes with active front head restraints, LATCH tethers for child safety seats, and three-point safety belts for all seating positions; make sure everyone in the vehicle always wears those seat belts because they're your first line of defense in a crash. Active safety features (to help you avoid a crash) include an Electronic Stability Program, anti-lock brakes with Brake Assist Plus, and four-wheel electronic traction control. Optional safety features include Parktronic and a rear-view camera, each of which can help alert the driver obstacles or people, including children, behind the vehicle.

Walkaround
The GL carries the styling cues seen in newest generation of Mercedes' mid-size M-Class (ML), but applies them to a larger package and adds some strong, perhaps even masculine touches. For example, both in front and at the rear, a metal skid plate (designed to protect underlying mechanical parts from damage when driving off pavement) is a prominent feature that underscores the GL's image of strength.

The GL's face looks much like that of the ML, except for the use of round fog lamps instead of oval-shaped accessory lights. Like the ML, the hood features what Mercedes calls a pair of power domes.

Seen in profile, the GL's nicely raked windshield and large, 18-inch wheels (with 19- and even 20-inch wheels available) and bulging wheel arches help balance what is basically a tall and long vehicle. But even being tall and long, the GL doesn't look as bulky as, say, General Motor's full-size SUVs, the Chevrolet Tahoe and GMC Yukon, and even with the squared-off rear edge of its D-pillar, the GL doesn't look as boxy as DaimlerChrysler's other full-size, three-row SUV, the Jeep Commander.

Viewed from the rear, the GL presents a formidable obstacle. It's tall and wide, with a large rear hatch opening, large tail lamps and all of it sitting above a substantial skid plate bracketed on either side by large, rectangular exhaust pipes.

Compared to the ML, the GL is nearly a foot longer and also an inch wider in track (the axle width including wheels), though it is less than half an inch wider overall and not quite an inch taller.

Despite their similar styling, the Mercedes SUVs share only their front doors; otherwise, each has unique sheetmetal.

As large as the GL may appear, it's 2 inches shorter than the R-Class touring wagon, which also has three rows of seating, though with room for only six occupants.

The GL is built using unibody construction rather than the body-on-frame design that full-size pickups and SUVs traditionally use. Mercedes notes that because of this architecture, the GL-Class weighs in at anywhere from 300 pounds to 600 pounds lighter than its full-size competitors. To make sure the GL class is strong enough, 60 percent of the vehicle structure is made from special high-strength steel.

Interior
While the GL may look sleeker than its competitors, Mercedes brags that the 2007 GL 450 offers both best-in-class interior room as well as ease of entry and exit.

With all seats in their upright position, there's still 14 cubic feet of storage between the third-row seatbacks and the closed rear hatch door. A power folding feature for the third row is standard equipment on the GL with controls near the rear hatch and next to the right-side second-row passenger's seat. Power down those third-row seats, and cargo capacity expands to 43.8 cubic feet. Fold down the 60/40-split second row seats and the GL provides as much as 83.3 cubic feet for cargo. There's also room under the cargo floor for a full-size spare tire.

Standard equipment includes eight-way power front seats, 14 air conditioning outlet vents, eight cup holders, air vents, and reading lamps.

The interior layout is familiar to Mercedes drivers, with either faux or real leather trim for the seats (Mercedes notes that not all luxury car buyers want real leather seating surfaces), wood trim and metal rings around gauges, air vents, and cup holders.

The second-row seats provide ample legroom. When occupied by only two people, the back of the center section can be folded down as an armrest and storage tray.

We climbed into the third row and found room for two adults to ride back there, each in a separate seat. The room is enhanced by foot wells for your feet so you don't sit with your knees at chest level, and even the third-row seats are thickly padded to provide comfort. Fears of claustrophobia back there evaporate quickly thanks to the standard sunroof that extends over the third row.

The GL can be equipped with a 440-watt, 11-speaker harmon/kardon Logic 7 sound system, with Sirius Satellite Radio and with a DVD video entertainment system with screens mounted in the rear of both front-seat headrests and with a 6CD changer.

Driving Impressions
Driving the 2007 Mercedes-Benz GL 450 doesn't feel at all like driving the typical full-size sport utility vehicle. While this is a substantially sized vehicle, it is not truck-like. The Mercedes has a much more car-like dynamic.

The 335-hp V8 engine can propel the GL 450 from a standing start to 60 miles per hour in a car-like 7.4 seconds. This powerplant, with four valves per cylinder, is part of a brand new family of V8 engines from Mercedes-Benz.

A standard, seven-speed automatic transmission helps keep the engine operating in the sweet part of a power band that provides maximum torque from 2700 rpm all the way up to 5000. Mercedes notes that the GL is the only full-size SUV offering such a seven-speed gearbox.

The 4MATIC four-wheel-drive system features front, center and rear differentials. The sure-footed 4MATIC system is designed to maintain mobility even when only wheel has traction. In normal driving, the system distributes power equally to front and rear wheels. The system includes DSR, a sort of cruise control for regulating downhill speed, and Hill-Start Assist, which keeps the GL from rolling backward when launched after being stopped on uphill slope. 4MATIC also adjusts anti-lock brake controls to provide quicker stops on slippery and unpaved surfaces when off-roading.

Airmatic is an air suspension system that uses air bladders instead of coil springs to adjust ride height by as much as three inches as well as ride firmness and body control parameters, so the driver can select from comfort and more aggressively sporty settings. The system automatically lowers the vehicle to enhance handling and aerodynamic efficiency at speeds of 77 mph or higher.

Those serious about venturing far from pavement can opt for a special off-road package that includes special wheels and tires, a two-speed transfer case, locking center and rear differentials, adaptive dampening and with ground clearance height-adjustment options of as much as 12.4 inches, compared to the standard 7.9 inches of clearance.

We did our driving on freeways in and out of San Francisco's airport and on roads through Napa Valley wine country. Steering feedback was consistent, brakes (14-inches in diameter on the front wheels and 13 inches on the rear) were responsive and consistently predictable and the GL 450 offered nice balanced dynamic capabilities when hustled through the curves on the narrow, hilly roads that wind through the vine-covered hillsides.

Summary & Specifications
The full-size Mercedes-Benz GL 450 is larger than the mid-size ML and offers a much more family-friendly package than the G-Class. The GL provides more car-like dynamics than the traditional, full-size, body-on-frame SUVs from other automakers, yet can tow big trailers. [Source : automotive.com]

Mazda MAZDASPEED6 Review

2007-01-25T11:24:00.000-08:00

When you strike gold, dig deep and dig fast, for it won't be long before those other guys rush in and start helping themselves to your discovery. Subaru had over a year to enjoy its self-made jackpot known as the Impreza WRX, a car whose particular formula of fast, cheap, practical fun had it flying off the shelves in late 2001 like miniature American flags. Eventually, Mitsubishi stepped in with the Lancer Evolution, which quickly became the biggest success they've got going to this day.

Now Mazda wants in. Figuring three might be a crowd with those two duking it out at the rally-racer end, Mazda thought it might try frying a bigger fish: Subaru's Legacy GT. Hey, when you're Mazda, you gots to choose your battles wisely, and anyway, its 6 already has a well-earned reputation for being the raciest family transport capsule around, so why not expand on that?

So Mazda got to work, stiffening the structure and suspension (torsional rigidity's up 50%), upping the horsey herd to 274, and slamming them to the ground through the first all-wheel-drive system seen on a Mazda car since the 1991 Prot?g?. A new hood, wheels, lights, and everything else you'd expect is all there, and more critically, all Mazda. To clarify: the sexed-up 6 is virtually free of Ford pollution, with no Taurus V6 to be found and construction taking place in Hofu to prevent build quality from falling flat as a rock.

And there you have it: the next level of mid-priced mid-sized sedan performance.

Road Test
Is it the next level, though? Five years ago, the very mention of 274 horsepower would have made the common family man choke on his chalupa, but in modern times that's just 6 more than garden-variety Camrys and 6 less than the new record-holder, the Passat. Oh, but wait, the Toyota and Vee-Dub feed the power through that horse-killing machine known as an automatic transmission. As a result, both are stuck doing the 0-60 run in right around 6 seconds while Mazda's purebreds trot to the finish line in 5.4 (same as a 1990s BMW M3 or Audi S4!). So to answer the question, assuming it was about acceleration: yes, this is the next level. It's also the fastest Mazda of the moment, showing its blackened taillights to even the RX-8.

The availability of a stick (actually, it's mandatory) is just one illustration of how Mazda's path to performance is more interesting than most. Here's another: a Hitachi turbocharger shoves more than twice the pressure of the atmosphere (15.6 psi) into the engine's 2.3 little liters. And this: helping the turbo out is direct fuel injection (a hyped topic if you've been listening to Isuzu and Audi lately), a more efficient method of injecting fuel that makes heat less of an issue - pretty important on a turbo car - and allows power-boosting higher compression ratios. Put it all together and we get each liter of engine packing 119 horses, promising a power delivery with all the subtlety of getting hit by a UPS truck.

Well, it's more complicated than that, so here's how it goes down: the turbo starts spinning at 2,500 RPM, saving the big bang until 3,000 (incidentally, the point where torque climaxes) then you start blowing past clusters of cars at a time and feel unstoppable. Keep your foot on the floor, though, and the rate of acceleration (and adrenaline) seems to taper off a bit. In other words, in the MazdaSpeed 6 you get a hollow bottom end and a good top end sandwiching a furious mid-range (zoom-BOOM-zoom?) and Mazda's efforts to mellow out the transition made the boom more of a whoosh. Further dampening the sensations is the surprisingly non-descript exhaust note.

While working on the powertrain, Mazda successfully cured the clutch of its vague feel, but like the RX-8's it's still a tad tricky: it engages near the top in a sudden manner, while the slightly aggressive return spring and slightly insensitive gas pedal team up to divide and conquer your feet. Get the hang of it, though, and you're free to concentrate on rowing the shifter's six gears with the same slick precision found in a standard 6 (though it occasionally get snagged en route to 3rd). And as for the middle pedal, it feels as excellent as its scant 113-foot stopping distance implies.

The 6's suspension wasn't altered too drastically either. It now rests 4.9 inches off the ground and stands on front legs with 25% higher spring rates and a 1mm fatter stabilizer bar (24mm). Logically, the rear got stiffened further (37%) with a 2mm fatter bar (23) and reinforced crossmembers to boot. (The press materials make no mention of shocks, though Mazda's website claims 25% stiffer front shocks, hmmm.) The wheels measure 18 inches in diameter by 7 across (just like on the V6-powered 6), and no one even touched the steering rack.

Of course, the 6 had the liveliest chassis before anyone touched anything, so it's a given that the MazdaSpeed 6 would impress with its alertness, fluid feel, and sublimely sensitive steering that reliably relays subtleties of the surface that most Japanese cars would deprive you of. The MazdaSpeed mods just make the connection even more secure and body roll even less evident.

It's also nice to have good grip (0.87g), really nice to have limited-slip center and rear differentials helping to redistribute power, and just great to be able to swing out the tail (by a little if you lift the throttle in mid-bend, by a lot if you nail the brakes). Still, with the front tires always doing at least half the work (the power split only varies between 100/0 and 50/50) and pulling more than half the pounds (all 3,589 of them), they're usually the first ones to go. The all-wheel-drive greatly enhances wet-weather traction, but in a car like this that should only be half the point.

Mazda's conservatism does have its upsides. While the thicker stabilizer bars definitely amplify side-to-side head toss on more mountainous bumps, the difference on most roads isn't as pronounced, so the stiff ride remains civil. Road noise remains the greatest intrusion when the asphalt gets ugly, but with down-to-Earth tire sizes, also remains within reason. Another point in the 6's day-to-day livability is 23 MPG (even with several turbo windups and triple-digit visits) - which goes to show what six cogs and a little turbo engine can do for ya. Following that, the 6 has an asset Evo owners only see in their dreams: a cruising range in the 300s.

Unlike other cars of its ilk, the MazdaSpeed 6 was clearly aimed at those who drive on straight streets as much as curved ones - always an agreeable approach. A little too agreeable, if you ask me.

Inside and Out
If there's a majority opinion on the base Mazda 6 being the coolest-driving midsize sedan, it's borderline unanimous that it's the most sensational to look at, with a body that's got "SPEED!" written between its classy lines. Too bad there was zip-zero disagreement on the MazdaSpeed touches transforming it into a gawky dud. The dull gray 15-spoke wheels seem more fit to a Chrysler minivan (spokes are contrary to aerodynamics anyway), the stick-in-the-roof antenna adds clutter, the blackened taillights are just nasty, the bulge in the hood (needed for the top-mounted intercooler) was deemed disgusting by all, and if you look closely, what appear to be two grand exhaust pipes are no more real than Pamela Anderson's two most recognizable assets. At least the lip spoiler proves more functional than the wing-type on the standard 6.

Get past that and all 6s, MazdaSpeed or not, continue to enjoy one of the more interesting interiors around. The sporty 3-spoke wheel is a great driver's tool, the instruments have passionate red backlighting, and the strategic use of blacks, whites, grays, silvers, chrome, and aluminum pieces breathes new life into the concept of monochrome. Check out the aluminum pedals and disco-style map lights, and notice how all controls are lit at night (less common than you'd think). Nothing short of the Passat can touch it for style.

And the 6 has always been special by being roomy enough for nearly any driver yet snug enough to remain personal (unlike the big, poofy-looking Accord or Camry cabins). It feels driver-centric, with all controls in short reach and snappy motions in most of them. Six-foot-plusers may run into the roof in sunroof-equipped cars, but the rest of us should easily find a place behind the firm, supportive cockpit and tilt-telescope steering wheel.

The back seat also followed the roomy-enough-yet-snug approach (the 6 was always smallest among the midsizers), with comfortable, firm seats for two average guys or three slim ones, good toeroom, and nice armrests. The only fault to find is with the slightly low cushion, but that's more common than not in this class. Mazda shielded the cabin from the toll of the all-wheel-drive components, directing all penalties to the gas tank (down from an 18-gallon capacity to 15.9) and trunk (down from 15 to 12.4 cubic feet, and in the name of higher body rigidity, the back seat doesn't fold).

And on the MazdaSpeed 6 Grand Touring, you now enter this environment without ever reaching for a key. That's right, this 6 comes with Advanced Keyless Entry, and Mazda got every detail right: locking/unlocking is done by a button right on the outer handle, the ignition switch works normally, and the credit card-sized remote fob is as slim as they come (the only reason to reach for it is to use that neat remote window opener feature). For better or worse, this system comes packaged with German lock logic: never again can you use the inner power lock switches to lock the car after a drive, and the trunk now counts as a door. Fine, then.

As far as the generally fine main ergonomics, the main gripe remains the strip of information at the top-center of the dash that contains the clock, stereo info, and climate control status all at once - it's a bit cluttered and miles away from the systems themselves. All 6s get some slight 2006 redecorations, most notably a new stereo faceplate (works as well as the old one) that successfully puts an end to the confusion with the friendly climate knobs below. The new center stack plastic now casts strong reflections like in the Ford Fusion, but to these eyes works better than the old fake-metal look. Storage cubbies are still plentiful and cupholders work well. Surprisingly, the shifter got longer.

All MazdaSpeed 6s get the 200-watt 7-speaker 6-disc Bose stereo that's optional on normal 6s. Bass isn't all it's cracked up to be in light of the 100-watt subwoofer in the back shelf (the four main speakers are in the doors), but the sonic stage is decent overall (by Bose standards) and reasonably balanced across the spectrum. The only factory option is Sirius radio for $430; Mazda is unfortunately serious about making you pay your local dealer $300+ to install a 30-cent chip to enable MP3 playback in the CD player. As for the blank slot at the base of the head unit, that's for adding a dealer-installed tape deck or a MiniDisc player, in case anyone still uses those.

Also new for all 6s this year is Mazda's navigation system, whose screen elegantly folds flush into the top of the dash and can be tilted several degrees. Designed with the usual Japanese nav system logic, it's pretty quick and should be easy to use for anyone. It shares with Nissan the joystick that doubles as the Enter button (bad idea), but shares with Honda the QWERTY keyboard layout (good idea). Best of all, the controls on this unit are on a detachable remote to make inputs easier for you and possible for all passengers (a good thing since the shifter and parking brake hinder access); why didn't anyone think of this before? Like most automakers, Mazda doesn't allow use while driving, defeating much of the benefit, but this navigation system still stands with the best.

Other Thoughts
Of the many trims of the Mazda 6, the MazdaSpeed shares only two: Sport and Grand Touring. Common to both are all hardware, six airbags, traction and stability control, 6-disc Bose stereo, and HID headlights. The Sport goes for $28,555 while the extra $1,930 of the Grand Touring ($30,485) pays for leather, front seat heaters, heated mirrors, power driver's seat, and Advanced Keyless Entry. The only options on either are the nav system ($2,000), Sirius radio ($430), and auto-dimming mirror with compass ($175), plus the Grand Touring option of the $700 moonroof.

That would have it starting right under the nose of Subaru's $29,420 Legacy 2.5 GT Limited (which has leather standard). Down in the Evo-vs-WRX field, there's a little separation going on due to the diverging personalities (the Evo is much rawer), but in this arena, both Subaru and Mazda were shooting for the same target. Pros for the Mazda include a bit more power (274 vs. 250) and interior room and a firmer suspension. The Legacy fights back with 224 fewer pounds to carry (3,365 vs. 3,589), faster tested acceleration, more bottom-end torque, a supposedly better clutch pedal, and a more flexible all-wheel-drive system. The Legacy stands out by offering an automatic transmission, but otherwise everything's too close to call on paper.

On another note, the MazdaSpeed 6 is easily a more-than-fair deal if we use the smaller cars as a base standard. Leaping up a segment in size usually costs several thousand in the real world, yet the $28,555 MazdaSpeed 6 ran several thousand in the other direction from the $32,024 Evo! [source : automotive.com]

Lexus IS350 Review

2007-01-09T14:30:00.000-08:00

The Lexus IS 250 and IS 350 sport sedans are quick, responsive and fun to drive. Designed to compete with BMW 3 Series sedans, the Lexus IS models are built on rear-wheel-drive chassis tuned for sporty handling. They stick in corners and stop with authority, aided by high-performance brakes and tires.

The IS 350 is propelled with authority as well, benefitting from a 306-hp V6. These are enjoyable and easy cars to drive. The IS 350's VDIM electronic stability control steps in very early to keep the driver out of trouble. The IS 250 AWD model's all-wheel drive makes it a good sports sedan for the Snow Belt. The automatic transmissions are responsive and feature paddle shifters for semi-manual control.

All of them look sporty, with bulging muscles and a purposeful stance. All come loaded with features and are trimmed well, with leather upholstery. A full complement of passive and active safety features comes standard.

New for 2007 is the X-Package, which combines a sports suspension and 18-inch alloy wheels with a bold front spoiler, sport pedals, and illuminated door scuff plates. Also, the electronic stability programs can be disabled by turning off the traction control. Lexus says this might be useful when trying to extricate the car from snow, and in other situations as well.

Lineup
The Lexus IS 250 ($30,255) is powered by a 2.5-liter V6, which sends 204 horsepower to the rear wheels through a six-speed manual transmission. The IS 250 is also available with a six-speed automatic with Formula 1 inspired paddle-shifters.

The IS 250 AWD ($34,285) comes with the automatic transmission and all-wheel drive.

The IS 350 ($35,705) powered by a 306-hp, 3.5-liter V6 with the six-speed automatic. More sophisticated braking and electronic stability systems augment its additional performance.

Leather is standard; the IS 250 AWD comes with special perforated leather and Bird?s eye maple accents. Standard features: dual-zone climate control; SmartAccess keyless entry with pushbutton engine start; and a 194-watt, 13-speaker stereo with a six-disc in-dash CD changer. The audio system features digital signal processing, an electronic crossover network and built-in theft deterrence. It's satellite-ready and includes an audio input jack that accepts external audio sources such as iPod, Walkman, etc.

Standard exterior items are fog lamps, projector beam headlamps, puddle lamps on the underside of the outside rearview mirrors (which are also heated), dual polished stainless steel exhaust pipes, infrared and ultraviolet reducing glass on all the windows, and a color-coordinated front air dam. Also standard are 17-inch aluminum five-spoke wheels fitted with low-profile high-performance radials. The IS 250 AWD comes with all-season 225/45VR17s at all four corners. The IS 250 and IS 350 come standard with all-season 225/45VR17 tires in front and wider 245/45VR17s in the rear, a staggered setup to increase grip under acceleration. Optional 18-inch wheels are available for the rear-drive models only, fitted with summer-only 225/40YR18 tires in front and 255/40YR18s in the rear.

Options include the AWD model's perforated leather trim, wood accents, and heated/ventilated seats. The Luxury Plus Package adds outside mirrors with electrochromic, memory and reverse tilt-down, illuminated scuff plates, a power rear sunshade, memory seats, HID headlamps with AFS (they steer with the front wheels), rain-sensing wipers, and a power tilt/telescope steering wheel with memory. The Sport Package ($2956) adds a sport suspension, 18-inch wheels, sport pedals, and metal scuff plates.

The navigation system ($2168) includes voice activation, a rear backup camera (a great safety feature), and Bluetooth wireless technology; buy it with or without the Mark Levinson audio, which employs advanced discrete amplifier technology with 300 watts, and 7.1 channel speaker architecture. The Pre-Collision System ($2280) with Dynamic Radar Cruise Control is optional.

Safety features for all IS models include driver and front-passenger knee airbags. The brakes are large and effective four-wheel discs, clamped at the front by aluminum four-piston calipers. Augmenting the big brakes are ABS, Electronic Brake-force Distribution, and Brake Assist. Vehicle Stability Control and traction control (TRAC) come with every IS 250, while the IS 350 gets TRAC as well as a more sophisticated stability program Lexus calls Vehicle Dynamics Integrated Management (VDIM).

Walkaround
The Lexus IS sport sedans look sporty, with a purposeful stance. The nose presents the fierce glare of a car that wants to be first in line. The steeply angled hood, made of weight-saving aluminum, is framed by the determined glower of projector beam headlamps and a deep front spoiler and large intake. It's unmistakably Lexus but visually fresh.

The IS slips through the air with quiet stability. In addition to the distinct aerodynamic wedge of the overall shape, a number of small details contribute to the exceptional coefficient of drag (0.28). A front underbody structure creates downforce between the front wheels, a small air kicker integrated in the taillamps helps separate turbulence from the rear corners and reduces drag, and a small trunklid spoiler increases rear downforce.

Interior
Lush with creature comfort, trimmed with upscale materials, and crackling with electronic wizardry, the interior environment of the IS sport sedans is pure Lexus. But the cabin is more sports car than family sedan.

A prominent central console clearly establishes the driver and front-passenger zones. The controls wrap around the driver with every gauge and switch within easy scrutiny or close reach. The Optitron gauges are large and easy to read, and their light-saber indicator needles and dynamic redline indication are cool modern. The keyless entry and pushbutton ignition is handy.

Leather upholstery comes standard on the IS 250 and IS 350 with metallic accents appropriately placed around the cabin. The IS 250 AWD comes with perforated leather trim and beautifully crafted bird's-eye maple accents. Each piece is hewn from a single chunk of wood to ensure a perfect match from panel to panel.

The heated and ventilated front seats are a must-have. They come standard on IS 250 AWD and are available on the other models. Once you've tried these seats, there's no going back.

The climate control system features a sophisticated temperature calculation system called Neural-Net, a humidity sensor, a micro dust and pollen filler and, in IS 350, a smog sensor that detects excessive hydrocarbons and automatically reverts to a special recirculation mode until the atmosphere clears.

Driving Impressions
The Lexus IS in both rear- and all-wheel-drive forms is quick and easy to drive. It can pull serious Gs in the corners and it stops with authority. In short, these cars are serious sports sedans that rival the BMW 3 Series cars.

The IS 250 AWD is the best choice if winter weather invades your neck of the woods, when the all-wheel-drive system's increased grip is most welcome. The AWD model is heavier than the two-wheel-drive versions, but the IS 250 AWD hauled us over the San Gabriel Mountains on Angeles Crest Highway above Los Angeles without exposing any dire penalties due to its weight.

The IS 350 is the quickest model. Its muscular torque and free-revving engine delivers strong acceleration performance, something we saw driving one at Willow Springs raceway.

We drove several examples of the IS models at competition speeds relentlessly in temperatures that rose above 110 degrees and not one of them stumbled or misfired. Because of the hot, slippery track surface, the tires constantly fought for grip, but the advanced chassis electronics made it easier to keep the cars on the pavement. The inherent balance of the IS models made it easy to push it to the limit, causing the electronic aids to step in and dampen the thrill.

We prefer the automatic over the manual. The automatic is very responsive and offers the driver the ability to shift semi-manually using paddles on the steering wheels. The IS 250's manual six-speed isn't quite good enough to make us opt for it in lieu of the optional automatic. The automatic offers the driver more control over shifting when desired, but the computer steps in to protect against potentially damaging mis-selection of gears.

Summary & Specifications
The Lexus IS 250 and IS 350 are true rear-wheel-drive sports sedans. They're quick and fun to drive. The IS 250 is a very enjoyable car. The IS 350 adds abundant power to the equation. And the IS 250 AWD boasts winter weather capability. Regardless of model, this is an easy car to drive quickly as it bonds with the driver, benefits of its balanced chassis and advanced electronic stability control systems. In fact, this bond that the car establishes with the driver is a key element for a great sports sedan. [source : automotive.com]

Kia Sedona Review

2007-01-01T14:28:00.000-08:00

The Kia Sedona is all-new for 2006 and, based on the time we've spent with it, it appears to be a compelling value among minivans, offering convenience, comfort, style and performance. The front-wheel-drive Sedona has just about everything the Honda Odyssey has, except the reputation, for a lot less money.

The 2006 Kia Sedona was designed by studying every other minivan in the class, choosing the best features, and improving them. It uses a new high-tech V6 engine that more than matches the Odyssey in power, a responsive new five-speed automatic transmission, and a sophisticated and steady suspension.

From the outside, the all-new Sedona looks classy and stylish. Inside, there's seven-passenger seating with seats that easily collapse to create a vast cargo space. Every cabin convenience known to man is either standard or available; there are storage spaces everywhere you turn, and no fewer than 14 cupholders. And the Sedona achieves five-star crash certification, all for a base price of $22,995.

Lineup
The Sedona LX ($22,995) is well-equipped for that price, including seven-passenger seating: two rows of two captain's chairs, and a bench in back. The first two rows get power windows, and there's also remote keyless entry, power locks, three 12-volt power outlets, intermittent wipers front and rear, privacy glass, eight-speaker CD sound system, cruise control, tilt steering wheel, overhead console. 16-inch tires on steel wheels, and more.

The EX ($25,595) adds quite a lot for the price difference: larger, 17-inch alloy wheels with wider profile tires, upgraded cloth interior, power front seats, MP3 audio system, auto headlamps, front foglights, self-dimming rearview mirror, Homelink, heated sideview mirrors, solar glass, roofrails with crossbars, trip computer with compass and illuminated vanity mirrors.

Options for the EX include the Power Package ($1000) with power sliding doors and liftgate; the Luxury Package ($2400), which includes primarily leather interior with heated front memory seats, sunroof and back-up beeper; the Premium Entertainment Package ($1700), which includes an Infinity 13-speaker surround-sound audio system and DVD player with an eight-inch monitor and wireless headsets. There's also a First Aid kit ($20) and a trailer hitch ($375).

Safety equipment is extensive; the '05 Sedona earned a five-star crash rating from NHTSA, and the '06 should too. The unibody construction provides rigidity, with side-impact door beams and energy-absorbing bumpers. In addition to the weight-sensing frontal airbags (the front passenger airbag turns itself off if a child is in the seat), there are front side airbags (for torso protection) and air curtains (for head protection) that cover all three rows of seats. There's an energy-absorbing steering column, and anti-whiplash headrests in front. There's electronic stability control with traction control, and anti-lock brakes with electronic balanced brake force distribution (ABS with EBD). A tire-pressure monitoring system is also standard.

Walkaround
It's not easy for any minivan to be distinctive, and if the Sedona styling isn't unique, it is clean and crisp, and says "classy." You might even look twice, and wonder, "What's that good-looking minivan?" You might be surprised to discover it's Korean. But its heart is European, and that influence spreads to its skin.

The sheetmetal has been carefully sculpted. A crease tapers down from the steeply sloping windshield to the grille, falling between the big wedge-shaped headlights and the small sharp corners of two horizontal grille openings, long black slots with a single chrome strip in each, and Kia badge in center. The fascia/bumper under the grille is thick, with an air intake having cage-like slats to keep out the stones and slow buzzards. Tidy foglamps surround the intake, inside cavities that sweep up at the corners to match the lines of the headlamps.

The wheelwell flares are especially nicely done. They don't go out of their way to be noticed, by being bigger than they need to be; they carry just the right squared-off but smooth edges. They're sculpted by the same knife that carved the beltline running from the headlamps to taillights. The six-spoke 16-inch wheels are nothing special, but the optional 17-inch wheels, beautiful in brushed alloy with 12 spokes, send a message that this minivan has style.

The sides of the Sedona aren't too busy, given all they have to do; dings are caught by a low, thick, body-colored horizontal strip, and there's a necessary gash under each third window for the sliding rear doors. The trailing edge of that third window matches the modest slope of the roofline.

From the rear, the Sedona loses some style; it could be any minivan. It's simply functional, with a big rear window and taillights whose shape matches the lines of the rest of the vehicle.

Interior
Kia's aproach to designing the all-new Sedona, copying and bettering the competition, is reflected by the interior. It's a cohesive improvement of all that's out there.

The all-new 2006 Kia Sedona is roomier than last year's model. The slightly increased wheelbase, length and width have brought 15 percent more passenger space. Third-row 60/40 bench seating is standard, with two bucket seats in the second row. Initially, all 2006 Sedonas will be seven-seaters, but a short-wheelbase five-seater is expected in fall 2006.

The area behind the third row seat is recessed for secure storage; grocery bags won't slide around so much. The third-row seat folds flat into the floor, and the second-row seats fold (although not flat) with the touch of a finger; each seatback folds down, and then the seat flips up so it squeezes against the front seatback. Or they can be easily removed to create a carpeted cargo van with 142 cubic feet of space.

Each of the three rows of seats gets its own climate control. The windows along the second row actually lower and raise at the press of a button, giving your passengers real live fresh air and a tactile view.

The optional power sliding doors and liftgate, triggered on the instrument panel or remote key fob, are a wonderful convenience.

The Sedona pilot feels like the master of her or his domain, looking down on the vast and functional center stack with all its controls, including a big leather-wrapped shift knob. This is a much better location than between the seats. The center stack in our fully loaded EX was finished in a soft, dark simulated wood that looks way better than the hard, shiny real wood found in many luxury cars. All the main controls are there and easy to click, square black buttons with easily read white lettering, along with business-like black air vents. There are more controls on the steering wheel (audio and cruise control) and driver's door, including the power seat adjustment in the shape of a seat, copied from Mercedes-Benz, and a fuel door button.

The power seat extends farther back than the standard manual seat, offering more legroom. We co-drove an LX with a six-foot-four fellow, whose legs were cramped in the manual seat. That cloth interior in the LX was okay, but the gray leather in our own test model EX was beautiful and supple, and the front seats provided excellent bolstering.

With the center stack containing all the controls, including the first two of a total of 14 cupholders (one for each hand of each passenger), the space between the front seats is used for a sideways flip-up tray/console, containing the third, fourth, fifth and sixth cupholders.

Storage includes two glove compartments, one in the face of the dash, and a larger one at knee level, containing a bin, a big slot for CDs, and a hole for a cellphone. Got more CDs than that? There's another flip-down compartment at the very bottom of the center stack, a sunglasses holder overhead, wide door pockets, compartments and cupholders for the second- and third-row passengers.

Visibility out the back is especially good, an important contribution to safety, because the rear window is as big as it can be, and the headrests over the five rear seats sink down to the tops of the seats. And if there are kids back there, there's a convex mirror on the headliner so you can keep an eye on them, and yell at them before they do the things that will cause you to yell at them.

Our EX was equipped with the $1700 Entertainment System, including a DVD player and 13-speaker Infinity audio system. We expected some sensational surround-sound, but were disappointed in the richness, depth and volume of the system, playing both the radio and CDs.

Driving Impressions
First and foremost, the new 2006 Kia Sedona has a terrific, tight European-feeling independent suspension, using MacPherson struts in front and an original multi-link system in rear. "Consistent" may be the best word to describe the ride. It had the same solid, steady, quality feel, no matter the road surface.

The Sedona uses a new, 3.8-liter, double-overhead-cam V6 engine with an aluminum block and head, and variable valve timing; it makes 244 horsepower and 253 pound-feet of torque, the most in the class. It uses a smooth five-speed automatic transmission with a manual mode, called Sportmatic.

We drove our luxury-optioned EX for four days, from San Diego east into the desert, and back over remote winding roads. We left town with the Friday getaway crowd, going with the flow at 85 miles per hour, and the engine smoothly kept pace with the speedy Californians, just loping along at 2600 rpm while getting nearly 20 miles per gallon. The Sedona was stable in crosswinds at that speed, past the churning windmills near Palm Springs. We let it run up to 95 once, and it was steady, smooth and quiet.

Despite being larger than the previous version, the 2006 Sedona weighs 400 pounds less, thanks to use of aluminum in its construction. Its lighter weight improves handling as well as acceleration. But it's still no lightweight, and it didn't always feel like it had 253 pound-feet of torque, as the five-speed automatic transmission kicked down a lot under pressure, for example, when running up a long steep grade with the cruise control set at 79 miles per hour.

On the way back to the city the next day, over the twisty two-lane, the Sedona was impressive in the curves, with power rack-and-pinion steering. Kia's marketing motto is "the power to surprise," and it fits here. We drove with a lot more spirit than your average minivan pilot, and found the turn-in to be precise, with no false moves. For safety, there's some built-in understeer, meaning you sometimes have to feed more steering into a corner as you speed around it, but if it were any more direct it might be darty.

The suspension kept pace with our cornering, allowing very little body lean. The only chink in its armor appeared when zooming over a rise in the road, beginning at maybe 45 miles per hour, as the front wheels wanted to hang. But when the Sedona settled, it stuck with no wallow. At the other end of the road, in the dips, it felt just fine.

We used the disc brakes pretty hard too, and they felt as good as the suspension.

The Sportmatic manual mode in the transmission was a pleasure. We have the feeling that drivers designed this new Sedona: Brits, in fact. We downshifted for corners and manually upshifted, and the transmission did exactly what we asked it do, and rarely any more. The lever fit nicely in the heel of our hand.

The engine sometimes sounded a bit harsh under hard acceleration at low rpm, but now we're nit-picking, which is a compliment of sorts, because that's what happens with high-quality vehicles. At idle, it's so quiet that we once tried to start it when it was already running.

Summary & Specifications
The all-new Kia Sedona is a great-looking minivan with a V6 engine having the most power in the class, and a suspension that's second to none. The interior is well thought out, with standard seven-passenger seating, easily convertible to a carpeted cargo van, while providing an abundance of storage compartments. The Sedona lacks nothing, except all-wheel drive. It sends a clear signal that the Korean carmaker intends to be a player, and it proves that Kia has the engineering expertise to build excellent cars. [source : automotive.com]

Jeep Compass Review

2006-12-25T08:10:00.000-08:00

The 2007 Jeep Compass is all new, a term usually meaning that a vehicle has been completely redesigned. But in the case of the Compass, it's a completely new vehicle: first generation.

One way to measure the value of the Compass might be to compare it to the trusty Jeep Cherokee that was enormously popular for 18 years and finally ended its run in 2001. The Compass is slightly bigger and light years better than the Cherokee was 10 years ago. The new Compass costs about $1000 less, in today's dollars. When you consider inflation (28 percent by the Consumer Price Index), that number blows up to more than $6000 cheaper.

The Compass is built on a front-wheel-drive, car-based platform (called the GS, a modified version of a platform that supports the Mitsubishi Lancer). The Compass comes with a choice of front-wheel drive or all-wheel drive.

The Jeep Compass uses DaimlerChrysler's 2.4-liter, four-cylinder World Engine, developed jointly for 21st century efficiency with Mitsubishi and Hyundai. It's a solid, sophisticated, 16-valve engine, quieter and stronger than a four-banger was believed capable of being, 10 years ago. It features electronic variable valve timing that continually changes the torque curve, bringing more versatility to the 165 peak pound-feet of torque, and more capability to the 172 peak horsepower. Emphasis during development of this engine was on fuel mileage; even carrying 3326 pounds, the Compass 4WD with a five-speed manual transmission delivers 25 city and 29 highway miles per gallon, estimated by Jeep.

The Jeep Compass offers a Continuously Variable Transaxle, which performs like an automatic transmission, and it's a doozy. The CVT is optional with the Compass Sport model, and standard on the Limited, where Autostick can be added to the CVT. Autostick enables the driver to shift up and down over six steps, making it feel like a six-speed gearbox without a clutch pedal. The combination of CVT with six-speed Autostick is the best of both worlds, and works more precisely than the manual/automatic transmissions in many expensive sports sedans.

The safety, ride and handling of the Compass are all excellent, with a strong steel structure and well-planned subframe. Side-curtain airbags and electronic stability control with anti-rollover sensors are standard. Although, in order to keep the advertised MSRP down, air conditioning and power windows and locks are optional.

The styling is similar but sleeker than Jeep's other small SUV, the Liberty, which uses a six-cylinder engine. There's good interior space all around, with rear seats that fold flat to make about 54 cubic feet of cargo space. Options for added versatility include reclining rear seats and a passenger front seat that also folds flat, creating either a table or eight-foot-long space for storage.

Lineup
The Jeep Compass lineup comes as two models, Sport ($15,425) and Limited ($19,580). Each comes standard with two-wheel drive or with optional four-wheel drive ($1600). One engine is used, a 2.4-liter four-cylinder that makes 172 horsepower and 165 pound-feet of torque. It comes standard with a five speed manual or a CVT automatic ($1000).

The Sport model comes standard with an AM/FM/CD player with auxiliary audio input jack. However, air conditioning ($850) is optional, and you'll need to order the Power Equipment Group ($995) to get power windows and locks and keyless remote entry.

Options include a six-disc CD player with MP3 ($320); Sirius satellite radio ($195); sunroof ($800); dark tinted glass ($350); heated front seats ($250); Security and Cargo Convenience Group including alarm, tonneau cover and daytime running lamps ($265); Trailer Tow Prep Package with engine oil cooler and wiring harness; Driver Convenience Group with tire pressure monitor, self-dimming rearview mirror, compass, temperature gauge, garage door opener and vehicle info center ($425), and a nine-speaker Boston Acoustics sound system ($595) featuring speakers in the liftgate that can blast the crowd at tailgate parties. If you want reclining rear seats and a fold-flat front passenger seat, you have to get the Value Package ($2600), which includes many of the options listed above.

The Limited model comes with a leather interior, heated seats with driver lumbar support, cruise control, dark tinted glass, speed-sensitive power steering, flat-folding front passenger seat, reclining rear seats, and 18-inch aluminum wheels with all-season tires. The front and rear fascia and side moldings have shiny aluminum accents.

Options for the Limited include the Sport options, plus a six-speed Autostick mode with the Continuously Variable Transaxle ($1150), a navigation system, hands-free Bluetooth communication, chrome-plated 18-inch aluminum wheels ($825) and the Boston Acoustics sound system ($460).

Safety features that come standard on all models include anti-lock brakes with brake assist (which applies more brake force than the driver is applying if sensors determine it's needed in a panic stop), electronic stability control (ESP) with Electronic Roll Mitigation (ERM), and side-curtain air bags for head protection. Also standard are state-of-the-art seatbelts in all five positions, so be sure to wear them. Seatbelts are your first line of defense in a crash. Safety options include side airbags for the front seats ($250) for torso protection in a side impact. A tire pressure monitoring system is available as part of a package.

Walkaround
Many won't be able to tell the Compass from a Liberty because the styling is so similar, especially in front with the classic Jeep grille having seven vertical slots, but the differences are clear. The Compass looks more like a crossover SUV, especially from the sculpted side, with smoothly angular flares over the wheels, as opposed to the plastic cladding on most Liberty models. The rear door handles are vertical, mounted on the C-pillars to preserve the character line.

The liftgate on the Compass is sloped at nearly a 45-degree angle while the Liberty's is vertical; and the third side window, into the cargo area, is a stylized triangle (leaving more sheetmetal and reducing visibility) while the Liberty's window is, again, squared.

That slope at the rear of the Compass is matched by the steeply raked windshield, leading up to a roof that's six inches lower than the Liberty's. Black plastic roofrails continue from the top corners of the windshield all the way to the spoiler over the liftgate, channeling water over the roof.

The Compass is one inch closer to the ground than the Liberty. The more car-like styling and relative sleekness make the Compass look longer than the Liberty, but it's actually one inch shorter.

The Compass Limited has aluminum-looking trim on the sides and bumpers. The less-costly Sport looks classier in its cleaner monotone. The optional 18-inch chromed aluminum wheels on the Limited will appeal to those who want their Jeep SUV to look more like a Cadillac Escalade.

Interior
The Jeep Compass cabin is roomy and comfortable. The front bucket seats are very comfortable without being soft. The cloth seats that come in the Sport use a rugged fabric that's smooth and stain repellant. The front seat jacks upward, which is nice because the long dash makes it hard to see the ground in front of the car, even though the hood is short. The long dash is a result of the sloped windshield.

The cabin layout is functional and roomy. It isn't very exciting to look at, trimmed in a lot of two-tone vinyl (boring in beige but better in gray), but what mostly matters is room for your stuff, including your elbows and legs. The front door pockets are short but deep enough to get your hand in, at least. They're short to make room for big stereo speakers in the doors.

The gauges are clean and pleasant, white on black with a symmetrical layout against a simple silver background. The four-spoke steering wheel is solid to grip. The center stack is wide and intelligent: rectangular vents on top, over the one-disc AM/FM/CD, over a slot that might hold a paperback book. Below that are three climate control knobs, some buttons and then the shift lever at the driver's right knee. Both the automatic and manual transaxle levers are mounted in this practical high forward position, introduced by Honda after being copied from rally racing cars, where ergonomics matter.

Moving rearward between the front seats, there are two fixed cupholders, the emergency brake handle, and a flip-up center console containing a slot for a cellphone or MP3 player. The console top is an armrest, and can be slid three inches to accommodate drivers of different sizes.

Legroom is good, both front and rear: 39.4 inches in the rear. The Compass will be a fine vehicle for a family trip, with reclining rear seats, optional on Sport and standard on Limited. There are cupholders in the rear but no net pockets on the front seatbacks, which would be nice. Grab handles make it easy to climb out.

The rear 60/40 seats fold flat with the touch of a finger on each side, as easy as it gets. The front seat on the Limited model folds flat, making a table. The rear cargo area, a decent 53.6 cubic feeet with the rear seats folded, is covered by a rugged vinyl mat that's removable for washing. The space-saver spare tire is neatly stored under the mat. One innovative feature on the Limited is the removable rechargable LED flashlight mounted in the headliner above the cargo area.

The one-piece liftgate has panels for structural integrity, and the rear bumper has a non-skid rubber surface for stepping onto.

Driving Impressions
The 2.4-liter World Engine is the right powerplant for the Jeep Compass. It's an excellent engine, smoother and quieter than it was recently imagined a four-cylinder could be. It uses the latest technology, including an aluminum block and cylinder heads, and electronically controlled variable valve timing that helps optimize torque. It makes a reasonable 172 horsepower and 165 pound-feet of torque at 4400 rpm, and delivers an estimated 25 city/29 highway miles per gallon, with 4WD and the five-speed manual gearbox, or 23/26 mpg with the CVT automatic.

A four-wheel-drive Sport weighs 3326 pounds, so the acceleration is hardly neck-snapping, but the Compass is no dog. It just takes some forethought and bit of patience to get it to do what you might demand.

Our test model was a Limited with the CVT automatic and Autostick, but we also drove a Sport with the CVT without Autostick and another Sport model with a five-speed manual transmission. The five-speed manual is good, and gets the most out of the four-cylinder engine. But if you need an automatic transmission and believe it's worth the extra cost, then you should go for the Autostick option (available only with the Limited), because it totally changes the nature of the CVT, giving the Compass two great transmissions in one vehicle. These Continuously Variable Transaxles, or CVTs, operate like automatic transmissions: Just put it in Drive and go.

However, the Autostick feature allows semi-manual shifting for those who are so inclined. We like this feature. We were dazzled by the crisp and immediate upshifts and downshifts using this six-speed Autostick. A Jeep engineer explained that the nature of the continuously variable transaxle makes such quick shifts possible. Jeep has made the two systems beautifully compatible. The Compass Autostick is as sharp as any manual automatic we've felt, including those on expensive sport sedans. With such accuracy, it always works: easily downshifting to knock off a few miles per hour for bends, instead of using the brakes; or downshifting to pass on a two-lane, instead of waiting for the transmission to kick down on its own.

Along the winding wooded roads between Portland, Oregon, and the Pacific Ocean, the Compass revealed itself to be steady and silent thanks to liberal use of sound deadening material, sealants and structural adhesives. The suspension does all the work as it should, isolating the cabin from the bumps and tosses. We aimed for potholes and weren't jarred when we hit them. There was none of the old Jeep head-toss, or side-to-side jouncing, and there was no trace of wallow over ripples. Only the good feedback was transmitted through the steering wheel to our hands. The turn-in for corners was secure, with no play in the wheel or wandering.

Jeep has designed a new four-wheel-drive system for the Compass, which it calls Freedom Drive I 4x4. On the surface it works much like all-wheel-drive systems by other manufacturers: On a dry, flat road, virtually all of the power goes to the front wheels, but as traction is needed elsewhere, as much as 60 percent can shift to the rear wheels. The coupling is through a two-stage clutch system that's magnetic and electronically controlled, rather than viscous, and Jeep says this is markedly more efficient.

We drove the Compass over 30 miles of loose, wet gravel roads that climbed, descended and twisted in every direction. We pushed it to find some limits, and they were suprisingly high; the Compass didn't skate on the slick round stones as we expected it to, even with standard touring tires, although the ESP activated a couple of times to keep us out of the ditches. We slammed on the brakes at about 40 mph, and the ABS with rough-road detection worked hard but successfully.

When we reached the beach, we climbed into a Compass Sport with the Continuously Variable Transaxle and no Autostick, and optional Goodyear Wrangler all-terrain tires that aren't available with the Limited. The Jeep people pointed toward the top of the nearest steep sand dune and told us to floor it. Amazingly, the Compass climbed to the summit, where there were no other vechicles except ATVs. The CVT is the ideal mechanical means for transmitting engine power in deep sand, because its pulleys and steel belt provide an infinite number of gear ratios, allowing the engine to stay in its most efficient operating range.

It's difficult to imagine getting stuck in snow or mud in the Compass Sport with these tires. The differential can be locked for the best traction from a standing start, and the Brake Traction Control dabs the brakes (at lightning speed) at individual wheels to keep them from spinning. The locked differential keeps the torque evenly distributed at 50-50, up to 10 miles per hour, at which point the torque begins transferring again, as calculated by the electronic control module based on vehicle speed, turning radius and wheel slip.

We charged full blast back down the steep dune, and found a stretch of whoop-de-doos near the waves at the bottom. It wasn't exactly our intention to turn the Jeep into a motocross bike, but we gave it a go. We finally bottomed out the front end, but it wasn't easy.

Summary & Specifications
The all-new Jeep Compass brings great things to the compact SUV market. Safety, style, comfortable ride, steady handling, high fuel mileage, advanced engineering with the four-cylinder World Engine and Continuously Variable Transaxle, and superb four-wheel-drive capability. Last but definitely not least (except in a good way): affordability. It's an intelligent vehicle with which Jeep should do well. [Source : automotive.com]

Hyundai Santa Fe Review

2006-12-23T02:46:00.000-08:00

The Hyundai Santa Fe blends the best attributes of traditional SUVs with a driving character like that of a mid-sized sedan and offers extensive convenience, safety, and trim features that come standard.

The Santa Fe drives well on and off paved roads with decent handling and good brakes. The 2.7-liter and 3.5-liter V6 engines both deliver good acceleration, particularly in front-wheel-drive models. The four-wheel-drive system available with the 2.7-liter engine works well for light off-road duty. The electronically controlled all-wheel-drive system available with the 3.5-liter engine provides good control for bad weather conditions. The 3.5-liter engine comes with a five-speed automatic transmission, an unexpected level of refinement for this class.

Starting at just $21,695, this compact sport utility has gained in features, style and performance with each model year. For 2006, the top trim level is the Limited (replacing the LX), which builds on the base GLS trim's many standard features by adding leather seating surfaces and other upgrades. A new all-black monochromatic color scheme also is available as an option on the Limited. The styling was revised for 2005.

Side-impact air bags are standard. GLS and LX versions come with a 218-watt Monsoon stereo. Santa Fe is backed by Hyundai's long and comprehensive warranty and offers exceptional value.

Lineup
The Hyundai Santa Fe is available in two trim levels: GLS and Limited. Both levels come standard with front-wheel drive, but four-wheel drive is available for all models ($1500).

Santa Fe GLS ($21,695) is powered by a 2.7-liter V6 engine, coupled to a four-speed automatic transmission with Shiftronic manual shift control. GLS comes standard with a long list of features, including air conditioning, tinted privacy glass, power windows and door locks, outside power-adjustable heated mirrors, cruise control, keyless entry system with alarm, roof rack side rails, new-for-2005 16-inch alloy wheels, fog lights, rear intermittent wiper with washer, contrasting bodyside cladding and bumpers, 218-watt Monsoon AM/FM/CD stereo with six speakers, leather-wrapped steering wheel, carpeted floor mats, a cargo net and retractable cargo cover, and a first aid kit (comprising sunscreen, poison ivy balm, bandages, and a thermal blanket).

GLS is also available with a 3.5-liter V6 engine ($22,395) with five-speed automatic transmission with Shiftronic manual override. The GLS 3.5L 4WD ($23,895) features a more sophisticated four-wheel-drive system with locking viscous differential.

The Limited ($24,395) comes standard with leather upholstery and the 3.5-liter V6 and five-speed Shiftronic automatic transmission, all features of the GLS, plus automatic air conditioning, heated front seats, eight-way power driver's seat, an electrochromic rearview mirror, Monsoon stereo with in-dash six-CD changer, automatic headlamps, HomeLink garage door opener, full instrumentation, and chrome door handles.

A power tilt/slide sunroof with sunshade ($850) is optional on all models. Another upgrade includes the sunroof with the new monochromatic black trim ($1,000).

Safety features on all Santa Fe models include dual front airbags and front-seat mounted side airbags. All five seating positions have three-point seatbelts; the front belts include pretensioners and have height-adjustable shoulder harnesses. Convenient anchor points allow child seats to be secured in the back seat. Active safety features designed to help drivers avoid accidents include four-wheel disc brakes, an anti-lock braking system with Electronic Brake-force Distribution, and traction control.

All Hyundais come with one of the best warranty/service plans in the business: 10 years/100,000 miles on the powertrain, five years/60,000 miles bumper-to-bumper, five years/60,000 miles on corrosion, and 24-hour roadside assistance for five years with unlimited mileage.

Walkaround
The proportions of the Hyundai Santa Fe are nicely balanced. A friendly front end blends smoothly into gentle flanks. The design suggests sufficient robustness for off-road capability. Large wheel arches filled with 16-inch alloy wheels and high-profile 225/70R16 tires reinforce this impression of strength.

Santa Fe was designed to have a softer, more subdued visage than the rugged facade prevalent on other SUVs. Nevertheless, contrasting body cladding and bumpers give it a no-nonsense appearance of being able to cope with underbrush and tree limbs out on the trail.

For 2006, the Santa Fe has blacked-out B- and C-pillars that make for a more unified look when viewed in profile.

The rear liftgate works well. Hinging the liftgate at the top rather than one side eliminates the problem of the door getting in the way during curbside loading or unloading. Opening the rear hatch is a cinch with its pistol-grip latch handle and gas struts. Closing it is just as easy with a pull-down grip mounted inside. When open, the liftgate clears six-footers.

Interior
Getting in and out of the Santa Fe is easy, thanks to its big, comfortable door handles and low step-in height. You don't have to climb up to get in or climb down to get out. Rear-seat passengers don't need to turn their feet sideways to clear the doorjamb.

Once in, the interior is friendly to the touch. All controls are big and thick. The shift knob is big. The stereo controls are large, offering easy adjustment. The climate controls are big and easy to operate, though they look and feel like plastic. Bright trim dresses up the inside door releases and parking-brake handle.

The shift knob and shift quadrant are brightened by chrome trim. Illuminated power window switches and a lighted glove box reduce fumbling at night. The driver's cup holder is conveniently located, making this a good vehicle for that morning cappuccino. The digital clock is located in the middle of the dashboard where it's easy to see. Big outside mirrors provide an excellent view rearward.

The front seats are comfortable, though flat, without much side-bolster support. The driver's seat adjusts eight ways to accommodate different body shapes and preferences, though the adjustments are a bit awkward.

The Santa Fe offers roomy rear-seat accommodations, with lots of headroom and legroom. Rear-seat cup holders are molded into the door-mounted map pockets. The rear seatback reclines for better rear-passenger comfort. But the windows in the rear doors don't roll all the way down, a shortcoming shared with other small SUVs.

To fold the rear seats, flip the rear seat bottom forward, remove the headrests from the seat backs, then fold the seat backs down. This provides expansive cargo space. We noticed the latches for the flipping the rear seats forward were made of plastic rather than metal. The cargo floor isn't perfectly flat. But nine tie-down loops are available to keep your gear from shifting around. Sub-floor storage bins provide a place to hide valuables or road gear. A retractable cargo cover and cargo net are standard.

Driving Impressions
The Hyundai Santa Fe offers good handling, particularly in the two-wheel-drive version. The front-drive Santa Fe proved to be more fun and more responsive than the heavier four-wheel-drive models. It doesn't feel top-heavy like some SUVs. The brakes are refreshingly responsive, even before the antilock brakes kick in.

The 2.7-liter V6 produces 170 horsepower and 181 pound-feet of torque. Those are good numbers. EPA-estimated City/Highway fuel economy is 19/25 mpg with front-wheel drive, 18/23 mpg with four-wheel drive.

The 3.5-liter V6 comes paired with a five-speed automatic transmission. It offers lots of throttle response once it's going. It's a little lethargic off the line and the throttle response isn't linear, but the owner should be able to calibrate his or her foot to it. The 3.5-liter engine develops 200 horsepower and 219 pound-feet of torque. EPA-rated City/Highway fuel economy is 17/23 mpg. The front-wheel drive 3.5-liter Santa Fe, equipped with trailer brake, is rated to tow up to 3,300 pounds, enough to handle a small boat trailer.

Santa Fe models equipped with all-wheel drive use one of two different systems, depending on whether the 2.7-liter or 3.5-liter engine supplies the power.

We found the mechanical full-time four-wheel-drive system that's available with the 2.7-liter V6 capable for light off-road driving in Southern California. The system appears to do a good job of sending the torque where it's needed, especially with the traction control (standard). This system is compact and clever and was developed by Austrian four-wheel-drive specialists Steyr-Daimler-Puch. The system combines proven engineering in innovative ways. A planetary differential inside the front transaxle splits the drive torque equally between the front wheels, and 60/40 between the front and rear axles. A viscous coupling between the front and rear axles overrides the differential if the wheels at either end begin to slip. This is a simple, purely mechanical system that's been around for decades, and it works very well with no attention whatever from the driver. All four wheels are driven all the time, with the coupling limiting the difference in speed between the front and rear axles. So if a front wheel starts to spin, torque is immediately re-directed to the rear, and vice versa.

Santa Fe 3.5-liter models come with a new and more sophisticated electronic system that Hyundai calls InterActive Torque Management (ITM). This system still requires no driver input. It drives only the front wheels most of the time, but monitors their traction with a computer, and distributes torque to the rear wheels only when necessary. The main advantage of ITM is optimized fuel economy with all-wheel-drive traction. A 3.5-liter Santa Fe with all-wheel drive gets an EPA rating of 17/23, comparable efficiency to the lighter front-wheel-drive version. The electronic ITM system available with the 3.5-liter V6 was developed by U.S. gearbox veteran Borg-Warner. It relies on a series of wet clutches mounted just ahead of the rear axle. A computer monitors wheel speed, throttle position and steering angle, and engages the clutches when necessary.

Summary & Specifications
The Hyundai Santa Fe is fun to drive, particularly the V6 front-wheel-drive models. The optional all-mechanical four-wheel-drive system improves traction in slippery conditions, but places a burden on the 2.7-liter V6 engine. The all-wheel-drive system available with the 3.5-liter engine should work better. If you're in the market for a compact SUV, the exceptionally well-equipped Hyundai Santa Fe, with its attractive styling and competent manners, may be just what you're looking for. An all-new Santa Fe is expected for the 2007 model year so watch for deals on the 2006 models. [Source : automotive.com]

Honda Element Review

2006-12-16T16:39:00.000-08:00

The Honda Element is a versatile box on wheels, combining unique and practical features with utilitarian chic.

Honda designed the Element for young adventurers who need to haul wet or messy gear, but with the security of an enclosed cargo area. The Element combines those practical considerations with car-like performance and economy.

Its durable, scratch-resistant interior is a big part of the charm here. The seats are designed to get wet and the back seats can be easily removed, serving up a huge cargo area. Loading and unloading gear curbside is aided by the Element's low step-in height. These features also make the Element a good dog car. Canines can easily walk in through one of the side doors, the interior is dog friendly, and there's not much to damage or stain.

In spite of its utilitarian appearance, the Element drives more like a car than a truck, and it's built with components from the Honda Civic.

Honda introduced the Element as a 2003 model and there haven't been a lot of changes since, but the 2006 Element features a host of equipment changes and adds a new trim level called the EX-P.

Lineup
The Element is powered by Honda's i-VTEC 2.4-liter four-cylinder engine. It comes with a choice of five-speed manual or four-speed automatic transmission ($800). All models are available with front-wheel drive (2WD) or Honda's Real Time 4-Wheel Drive (4WD). The 4WD models feature a large rear skylight that tilts open or removes completely and stores inside the vehicle. The 2006 Honda Element comes in three trim levels, LX, EX and EX-P.

The LX ($17,750) and LX 4WD ($19,150) come with air conditioning with micron filtration, power windows, power door locks, power mirrors, cruise control, an adjustable steering column, and a four-speaker AM/FM/CD stereo.

The EX ($19,625) and EX 4WD ($21,025) add side-impact airbags and anti-lock brakes (ABS); aluminum wheels; remote keyless entry; a passenger-side armrest; and a seven-speaker, 270-watt AM/FM/CD audio system with XM Satellite Radio capability plus an auxiliary input for MP3, WMA, or other digital media. Silver EX models are accented by blue cladding and trim, while Red and Magnesium EX models feature black trim.

The new EX-P ($20,125) and EX-P 4WD ($21,525) feature all of the goodies of the EX, but are distinguished by body-colored fenders and door handles and some unique color options, including Tango Red Pearl and Tangerine Metallic.

Safety features on all Elements include front seatbelts with pre-tensioners and load limiters to reduce the chance of belt-related injuries. The Element earned a five-star rating for both driver and front-seat passenger in the federal (NHTSA) frontal crash test. EX models include ABS and front-seat side-impact airbags for torso protection. (Curtain airbags, designed for head protection in a side impact or rollover, are not available on the Element.)

Walkaround
The Honda Element is all about the box, the ultimate shape for cargo functionality. The Element's shape proudly proclaims its utility.

Further distinguishing the Element are the dark gray panels used for the front and rear fenders, front fascia, and rocker panels made of a scratch- and dent-resistant composite material. These panels are painted to match the body color on the 2006 Element EX-P model, giving the Element a different look.

From the front, the Element has a cheeky, chunky look accentuated by rectangular headlights and the unusual design of the bumper. In profile, it has a shape unlike any other on American roads. The hood line is fairly low and leads to a steep windshield flowing into a gently curved roofline, while the rear tailgate is nearly vertical.

The tailgate is split horizontally. The top half raises like a hatch, the bottom half drops like a tailgate. Honda suggests the lower half can be used as a seating surface for parties. At times it almost seems to raise the rear load height. The Element's rear corners are nicely curved, so it doesn't look as chunky from behind. Large wheels help ensure the Element doesn't look like a minivan.

Interior
The Honda Element has lots of room for passengers and cargo, with a flexible interior designed to handle all combinations of people and stuff. The front seat area provides acres of headroom, and there's no center tunnel between the front seats to get in the way.

The rear seats are roomy as well. They're raised off the floor a couple of inches higher than the front seats, giving back-seat passengers better visibility over the front seats. However, we found rear-seat passengers complained about not being able to see signs and buildings; they have to stoop to see out the windshield. This makes the Element a poor choice for taking a group sightseeing.

One of the most notable features of the Element is its pillarless, rear-hinged back doors. A traditional vehicle would have a B-pillar right behind the front seats. With no B-pillar to get in the way, the Element offers unusually easy access to the rear seating area. For safety reasons, however, the rear side doors cannot be opened unless the front door has been opened first. Likewise, the rear doors have to be closed before the front doors can be closed. This design results in a shuffle whenever dropping off back-seat passengers because the front-seat occupants have to unbuckle their seatbelts and open their doors to let rear passengers in or out. Pull up next to a wall and your passengers will find themselves stuck in an unexpected, intimate party, as they all get trapped between the two open doors.

When it comes to moving cargo, the Element is truly is in its element. It's a great vehicle for getting groceries. The center-opening doors allow easy loading of bulky objects without having a pillar to get in the way. The rear seats fold down easily, and can be swung up to the side, leaving an uninterrupted flat floor space. The rear seats can be easily removed without tools and are relatively light, making it easy to stick them in them in the garage when cargo carrying is the mission. The front passenger seatback can be folded forward to make room for a 10-foot surfboard, which would still leave room for the driver and one passenger behind the driver: two surfers, two surfboards, in other words. All the seats, including the driver's, can be folded back to make a large double bed, though it's not the most comfortable bed we've slept in. When parked, the Element can be set up to serve as a giant locker for outdoor gear, a truly great feature. However, while the step-in height is low from the side, it's relatively high from the rear.

The floor is covered in a urethane-coated material that resists water, dirt and scratches, and is easily cleaned. The front seats are coated in a waterproof material designed for easy cleaning as well. The rear seats are covered with the same material on LX and EX models.

Storage areas abound. The backs of the front seats have large storage pockets. The seats on the driver's side of EX models also have bungee cords on the back to secure larger objects. This helps secure your gear so it isn't rolling around. Cup holders can be found on the backs of folded seats. Honda offers a cargo organizer and cargo nets as accessories.

With its flip down tailgate, the Element should be good for parking lot parties. In fact, a tailgate seatback is available as an accessory that makes the tailgate a more comfortable place to sit.

The Element is a good vehicle for moving canines. Pull up tight to a curb and dogs can step right into the large cargo area. We know several dog sitters in Los Angeles that use the Element to transport dogs, sometimes a half-dozen of them at a time. They throw down carpeted mats to give the dogs grip. D-rings and other tie-downs allow cross tethering. While the Element is a good, affordable vehicle for big dogs, it could be even better. Ventilation can be an issue. The rear passenger windows vent manually, so they don't offer much ventilation and the driver has to stop and get out of the car to open or close them; the rearmost side windows don't vent, and the backlight (rear windscreen) doesn't lower. Nor is rear A/C available. The rear skylight on 4WD models can be removed to let hot air out, however, which is a great help, and a shade screen for the skylight is available as an accessory. A cleverly designed dog fence would be a nice feature, but Honda doesn't appear to offer one.

Up front, the dashboard reflects the simple design of the Element. The gauges are contained in three deep pods, shielding them from the sun. Climate and radio controls are well placed, and EX models get audio controls mounted on the steering wheel standard. The EX provides an auxiliary jack for digital media, such as an Apple iPod, so the stored music can be played back directly through the Element's sound system. The 270-watt system included with the EX is pretty decent and features a big subwoofer under the dash.

XM Satellite Radio is available and can be a great companion on long trips, delivering CD-quality sound nearly everywhere. Not having to change stations on a cross-country trip has distinct advantages. Around town we enjoy keeping up with the world on Fox News, CNN, and MSNBC, and sports junkies should appreciate the large selection of sports programming. Finding stations is made easier with RDS (radio data system), which identifies programming on the radio's display.

Driving Impressions
The Honda Element comes with the same 2.4-liter four-cylinder engine used in the Accord. It's as sweet as any Honda engine, which means it revs freely and has good low-end torque. Honda has revised its horsepower numbers for the 2006 Element in response to a new Society of Automotive Engineers (SAE) testing standard that's affecting all manufacturers. The Element's engine is now rated at 156 horsepower, less than last year's model, but that's only a number. The performance has not changed, just the way it's measured.

The engine provides plenty of power with the manual transmission. The manual transmission features a delightful shifter mounted up in the dashboard like in some of the latest rally cars.

The automatic transmission saps power from the engine, reducing the fun factor. We found this combination offered adequate power for busy freeways in Los Angeles, but adding weight to the cabin, like a couple of 150-pound dogs, noticeably affected acceleration performance.

Element is a front-wheel-drive vehicle so there is a touch of torque steer, that tugging of the steering wheel under hard acceleration, but it isn't a concern. A bigger issue was wheelspin in the wet. Step on the gas, and it's easy to spin the front wheels on front-wheel-drive models, particularly in the rain. Honda's Real Time 4-Wheel Drive cures this, so we recommend getting one of the 4WD models. The 4WD also gives the Element good winter weather capability.

The ride quality is bouncy. From an engineering standpoint, the Honda Element is basically a re-bodied CR-V; and the CR-V is built on the same platform as the Honda Civic. The Element has a slightly wider track than the CR-V, which helps it handle curves better than we expected of such a tall vehicle. The Element is not an off-road vehicle, but its ground clearance and ride height are sufficient for primitive roads.

Summary & Specifications
The Honda Element is a compelling option for drivers who want a genuine utility vehicle that behaves like a car. Its versatile interior makes the Element quite handy in certain situations, with its easy access and flat floor that's easy to clean. We find its distinctive styling appealing. [source : automotive.com]

Ford Five Hundred Review

2006-12-09T08:26:00.000-08:00

Introduced as an all-new nameplate for 2005, the Ford Five Hundred is the company's interpretation of the modern American sedan. Big and roomy inside, the Five Hundred features a tall roof that offers lots of headroom. The driver sits relatively high, gaining a commanding view of the road. The back seats are comfortable and quite roomy. And they fold down to increase cargo capacity.

Volvo assisted with engineering a body structure that benefits from the latest in safety technology. Ford acquired the Swedish automaker famous for its passenger-protecting innovations in 1999 and, when it came time to develop the Five Hundred, employed Volvo's best structural and safety engineers to work on the project.

The Ford Five Hundred is available with front-wheel drive or all-wheel drive, the latter giving it more stable handling and better traction, particularly in inclement weather.

The V6 engine that comes on all models delivers responsive performance and good fuel economy. On front-wheel-drive models, the V6 is paired with a six-speed automatic transmission, which offers more responsive performance and better efficiency than a traditional four-speed automatic. All-wheel-drive models come with a continuously variable transmission, a design noted for its responsiveness and efficiency.

Lineup
The 2006 Ford Five Hundred is available in three trim levels: SE, SEL, and Limited. Each is available with all-wheel drive. All are powered by a 3.0-liter V6 called the Duratec 30 rated at 203 horsepower and 207 pound-feet of torque. Front-wheel-drive models come equipped with a six-speed automatic. All-wheel-drive, or AWD, models use a continuously variable transmission, or CVT.

SE ($22,230) and SE AWD ($24,080) come equipped with air conditioning, a six-way power driver's seat, a tilt steering column, power locks, mirrors and windows, remote key fob unlocking as well as keyless entry (entry via a driver's door-mounted keypad, a popular Ford feature), overhead and front consoles, CD player, and 17-inch wheels.

SEL ($24,230) and SEL AWD ($26,080) add dual-zone automatic climate control with rear-seat air outlets, eight-way power for the driver's seat and two-way power for the front-passenger's seat, a six-CD changer and MP3 capability, leather-wrapped steering wheel with built-in audio control, wood grain interior trim, an electronic message center with a compass, self-dimming interior mirror, outside temperature display fog lamps, chrome body accents and automatic headlamps.

Limited ($26,380) and Limited AWD ($28,230) get leather-trimmed seats, heated front seats, 18-inch wheels, a bright-texture grille, chrome mirror caps, memory seats and mirrors, Audiophile audio with subwoofer, four-way power front passenger's seat, cream-colored instruments and an analog clock in the center of the dashboard.

Options include traction control, leather trim seating for SE and SEL models, power-adjustable pedals for the Limited model, a power moonroof, and a rear obstacle warning system for SEL and Limited. A family entertainment system, consisting of a headliner-mounted DVD player, flip-down flat screen television monitor and two wireless headphones is available on the SEL and Limited.

Safety features include an optional package for the SE with side-impact airbags (for torso protection) and canopy airbags (for head protection), an anti-theft perimeter alarm and lights ($795); a similar safety package for the SEL and Limited includes the side-impact and canopy airbags ($595). Anti-lock brakes (ABS) are standard on all models.

Walkaround
The Ford 500 name goes way back. Ford first used it in numerical form for the 1957 Fairlane 500, the highest trim version of the car that helped Ford overtake Chevrolet in the sales race. When Ford launched a new flagship, the Galaxie, in 1959, it again used the 500 badge to indicate the most upscale version. When Ford brought back the Five Hundred (spelled out) as an all-new product for 2005, it was as a separate model and as the new flagship of its fleet of cars.

The Five Hundred is much bigger than the old Taurus. The Five Hundred is 3 inches longer, 1.5 inches wider, and 4 inches taller than the Taurus. It also rides on a wheelbase that is 4.5 inches longer, which not only gives the car its solid, luxury-car stance but enhances smooth ride quality.

The Five Hundred's basic structure benefits from Volvo's extensive safety research. The chief designer said it was a challenge to sculpt a Ford-styled body around a Volvo chassis, and added that designers used what he calls plainer surfaces with taut lines to give the car a modern look without losing its passenger-car proportions. The Five Hundred's rounded forms offer a more conservative alternative to the more upright, angular Chrysler 300.

The Five Hundred's face has large, jewel-styled and multi-bulb triangular headlight elements on either side of a wide, trapezoidal grille. Chrome accents the front bumper, rear bumper, doors and window frames. Large rear side windows give the Five Hundred more of a luxury car profile.

The tall trunk lid has a spoiler-like lip along its top trailing edge. The rear of the car features large, multi-element and triangular shaped tail lamps and dual, down turned exhaust tips.

The SE and SEL ride on seven-spoke aluminum wheels and Continental tires while the Limited gets distinctive eight-spoke 18-inch wheels and Pirelli tires.

Interior
The Ford Five Hundred boasts a roomy cabin. In fact, it's roomier than the big Crown Victoria (108.3 cubic feet of passenger space vs. 106.4 for the Crown Vic), which is impressive given the Five Hundred is a foot shorter in overall length.

Rear-seat room is particularly impressive: In fact, there's more rear legroom (41.9 inches) than front legroom (41.2 inches). That rear-seat legroom is enhanced because the front seats are mounted above the rear floor, leaving room for your feet underneath.

We spent time in the driver's and front passenger's seats as well as the back seats and found all of them comfortable and supportive even after several hours in the car. All seats feature what Ford calls a command view of the road, with seat-bottom cushions that are some four inches higher than those of a typical mid-sized sedan. The front seats are mounted on a Volvo-devised cross-body beam that runs from the bottom of the B-pillar (the post between the front and rear doors) that adds strength to the car's shell and helps provide protection in the event of a side impact.

Each of the four doors has a beverage holder, and additional cup holders are located in the center console between the front seats with two more in the center console that folds down from the back of the back middle seat. The dashboard has a covered storage compartment in its top center section. The dashboard comes in silver or wood-grain trim with metal used for the door releases and around the base and top of the gear shift lever.

We found the switchgear well designed and easy to use. Audio controls are mounted at the top of the center stack with climate controls beneath.

The steeply raked windshield can reflect glare off the top of the dashboard, however, something we noticed with the tan-colored Pebble interior. (Shale and Black interiors are also available.) Also, a driver wearing sunglasses can have trouble reading the darkly colored gauges in the SE and SEL models. The Limited light-faced gauges are easier to read.

The Five Hundred has a big trunk (21.2 cubic feet) that can hold eight sets of golf clubs. The rear seatbacks fold forward to provide enlarged luggage space, and the front passenger's seat (on SEL and Limited versions) folds down to provide space for a 10-foot long ladder or other object to fit inside the Five Hundred with the trunk lid closed, a neat trick for a sedan.

Driving Impressions
The Ford Five Hundred accelerates with authority. Its 3.0-liter V6 engine delivers more than sufficient power for this big sedan, even when four adults are aboard. You can squeal the tires and race away from a stoplight. Or you can push down your right foot and the six-speed transmission on front-drive models quickly downshifts as the engine responds with the power you need for passing, or for accelerating onto a freeway.

The Five Hundred is very quiet when cruising along, and we never had to raise our voices to carry on a conversation with those sitting beside, behind or in front of us.

The Five Hundred's long wheelbase, independent front and rear suspension and stiff chassis work well together. Steering is nicely weighted and provides good feedback.

The disc brakes are impressively effective. The Five Hundred comes standard with anti-lock brakes (ABS) with electronic brake-force distribution (EBD), which optimizes front/rear brake bias to shorten stopping distances. Also helping to reduce stopping distances is the size of the brakes: 12.5-inch discs with double-piston calipers on the front wheels and 13.0-inch discs in the rear.

While many automakers still use four-speed automatic transmissions, front-wheel-drive versions of the Five Hundred benefit from a six-speed automatic, which provides smoother performance and better fuel efficiency. The Five Hundred, equipped with front-wheel drive and six-speed automatic, is rated 21/29 miles per gallon City/Highway by the EPA.

While we spent most our time in the front-wheel-drive version, we did take time to try an all-wheel-drive Five Hundred on a dirt hill in a rock quarry. While another all-wheel-drive vehicle spun its wheels and struggled mightily to climb the slippery hill, the all-wheel-drive Five Hundred sedan went right up and over. You may not need to tear through rock quarries, you may need to drive through snow, and the Five Hundred should handle winter travel well. All-wheel drive also helps in the rain, where it stabilizes the handling of the car.

AWD models come with a continuously variable transmission, or CVT, that provides seamless operation and 19/26 mpg. Ford used the efficient CVT to help overcome the usual mileage penalty paid by heavier, more complex all-wheel-drive systems.

Summary & Specifications
The Ford Five Hundred delivers full-size interior space in a mid-size car. Back seat passengers won't be cramped and there's plenty of room for luggage. Its V6 engine delivers sufficient power and its transmissions help the engine perform well while achieving fuel-efficiency. [Source : automotive.com]

Dodge Nitro Review

2006-11-30T10:21:00.000-08:00

The 2007 Dodge Nitro is an all new mid-size SUV. Dodge redesigned the full-size Durango in 2004, and since then has been planning the Nitro, which is 22 inches shorter. There are many mid-size SUVs out there, and Dodge wanted the Nitro to be distinctive, in order to keep up its reputation for bold styling. The result is a very squared-off vehicle, with exaggerated fender flares.

The Nitro looks and feels larger than its size, with a high seating position that SUV owners like, and good cabin space. It features Load 'n' Go, a cargo storage system whereby the rear seats and front passenger seat fold totally flat in seconds; additionally, the cargo floor slides rearward out over the rear bumper, and can hold 400 pounds, making the loading of heavy objects much easier. It could prevent back injuries.

The Nitro comes in either two-wheel drive or four-wheel drive, with a choice of V6 engines, one old and one new. The new 4.0-liter V6 is better than the old 3.7-liter, with 50 more horsepower and fuel economy that's only one or two miles per gallon less. However the 4.0-liter engine only comes in the top-of-the-line R/T model, which costs about $2700 more than the most popular SLT. But a five-speed automatic also comes with the R/T, and that transmission, too, is better than the standard four-speed in the SLT. The R/T has a more comfortable ride, as well.

There are three types of upholstery: basic cloth, a handsome stain-repellant cloth, and beautiful perforated leather. No matter which covering, the seats are very comfortable. The cabin is quiet thanks to heavy use of sound deadening material, and visibility out the rear and to the front corners of the Nitro is excellent.

For a base price of $19,225, a Nitro owner gets many safety features that are usually optional on other vehicles, such as front and rear side airbags, side curtain airbags, an electronic stability program with traction control and brake assist, electronic roll mitigation and a tire-pressure monitor.

Lineup
The 2007 Dodge Nitro comes as three models, each with a choice of two-wheel drive (2WD) or four-wheel drive (4WD).

re are three models of the new 2007 Dodge Nitro: the SXT in 2WD, $20,735 with part-time 4WD), SLT ($22,635 and $24,145) and R/T and with full-time 4WD); all prices plus $660 destination.

The SXT ($19,225) comes with a 210-hp 3.7-liter V6 and a choice of six-speed manual transmission or four-speed automatic ($1000). The 4WD model ($20,735) uses a part-time four-wheel-drive system. Standard equipment includes cloth upholstery, air conditioning, remote entry with power windows and door locks, 115-volt power outlet, flat folding front passenger seat, 60/40 folding rear bench seat, AM/FM/CD with MP3 and six speakers, tilt steering column, traction control and brake assist, slate-colored molded front and rear fascias and fender flares, folding power mirrors, rear window washer/wiper, and 16-inch steel wheels.

The SLT ($22,635) and SLT 4WD ($24,145) come standard with the automatic. The SLT adds stain-resistant cloth seats, power six-way adjustable driver's seat, leather-wrapped steering wheel with audio controls, Load 'n Go cargo storage system with tie-down rails, overhead console, cruise control, heated mirrors, compass, auto-dimming rearview mirror, vehicle information instrumentation, tinted windows, body-colored front and rear fascias and fender flares, and 17-inch aluminum wheels.

The R/T ($25,310) features a new 4.0-liter V6 making 260 horsepower, mated to a five-speed automatic. The R/T 4WD model ($26,970) has a full-time four-wheel-drive system. The R/T comes with a sports suspension with 20-inch wheels and Goodyear Eagle tires. The R/T is equipped like the SLT, though it also has Sirius Satellite Radio.

Options for all three models include a power sunroof, foglamps, engine block heater, full-size spare tire, and trailer tow package. Full-time 4WD is an option on the part-time 4WD SXT and SLT models. Options for the SLT and R/T include leather upholstery, navigation system, remote start, hands-free phone, AM/FM/6CD/CD/DVD/MP3 sound system with eight speakers plus subwoofer. The optional MyGIG Multimedia Infotainment System features navigation, audio, entertainment and communication wrapped into one, along with voice command and a 20-gigabyte hard drive to store music and photos.

Walkaround
Dodge publicity makes a big thing about the Nitro's looks, citing its so-called athleticism. We're not sure. We might call it brawny, but mostly it just looks boxy. The exaggerated fender flares are the only rounded parts in the styling. Every other angle is square-ish. It looks and feels larger than mid-size, which some will find to be a good thing.

From the front, it's unmistakably Dodge. It's got that big crosshair grille, which looks much better in body color (R/T) than chrome (SXT, SLT). The horizontal headlamps, turn signal slits and foglamps are a tidy fit in the massive face.

However it doesn't appear as if much attempt was made to have the front bumper/fascia be tidy; it's got edges all over the place, including a valley that might hold a three-foot-wide license plate, or maybe a bumper sticker that says, "I'm a Dodge so I'm in your face!" Under that, there's a wide air intake for the power steering cooler, whose thin fins are exposed to flying stones because there is no screen.

Taking a cue from the faux portholes on the Buick Lucerne, or possibly the tradition of a Mercedes-Benz sports car, there's a trapezoid-shaped insert, black plastic with three chrome ribs, located just forward of the mirrors. It's intended to look like a cooling slot. It's a nice touch, and for such a small piece it goes a long way toward relaxing the Nitro's blocky shape.

In silhouette, with its relatively upright windshield, very high beltline and rectangular windows, plus short front overhang, its shape is reminiscent of, say, a '62 Dodge Power Wagon. But from the rear three-quarter angle, the lines around the rear glass are reminiscent of its bigger cousin, the Jeep Commander. We like the cleaner black, rather than chrome, around the windows.

Our test Nitro R/T was equipped with standard 20-inch chromed aluminum wheels, and they sure are showy. The much narrower sidewall on the 20-inch tires doesn't appear to offer much defense against flats.

Interior
The SXT comes in a basic cloth, but the cloth in the SLT and R/T is something called YES Essentials; it claims to repel stains, control odors and reduce static electricity. The optional perforated charcoal leather with red stitching in our test R/T was beautiful. The front buckets were very comfortable and supportive, with excellent bolstering.

The steering wheel is a handsome four-spoke, with a big center hub and thick spokes at 9:00 and 3:00 o'clock, smaller spokes at 5 and 7; the info center buttons are under your thumb on the big spokes. There are three big main instruments: speedo in center, tach on right and fuel and temp on left. They're very good looking and especially legible, with the digital information still visible in the sun because the three pods are thoughtfully shrouded. Chrysler does gauges right, and generally blows GM out of the water when it comes to handsome style and function.

There's good front seat legroom, and it feels like there's even more because the dashboard is narrow, making the cabin feel nothing like that in a minivan. The dash also has an insert over the center stack, about 6 by 9 inches with grippy rubber at the bottom, and it's perfect for, well, things. The glovebox is the full width of the passenger side.

Rearview visibility is very good, with just windows back there, no attempt at swoopy styling with sheetmetal. And again, because the front fenders have no rise or real shape, it's easy to see the front corners of the vehicle, making parking a relief compared to many vehicles this size.

The square theme continues with the center stack and its instruments and buttons for the sound system and climate control, although nowadays many cars look like that, which isn't bad, just almost natural. Everything is clean, easy to operate, and easy to understand. We especially like the door handles, an intelligent ergonomic design: they're like a half loop, and you simply slip three or four fingers of the hand against the door inside the handle, fingers facing forward so there's no twist of the wrist, and pull.

Between the seats, along with the gearshift, transfer case, and emergency brake lever, there are two fixed cupholders and a small recess for change. There's a shallow tray in the top of the center console storage bin, and a deep compartment under that; as one lady on the press launch said, it's big enough to stash her cat, on road trips.

But the Nitro really rises to the occasion behind the front seat. The Load 'n Go function quickly and easily flops the 60/40 rear seats and front passenger seat totally flat. With the liftgate raised, the carpeted (washable vinyl on the SXT) cargo floor slides rearward 18 inches, out over the bumper, saving a loader's back. It can hold 400 pounds.

Under half of the cargo floor there's a four-inch-deep compartment that can store things such as jumper cables and tools, or hide a laptop.

For the past couple of years, Dodge has been working hard on making their SUVs quiet, and the Nitro succeeds. The 3.7-liter engine is rather harsh-sounding, but the Nitro's sound-deadening material muffles it well.

Finally, the air conditioning might be fine on a normal hot day, but it seemed marginal for searing conditions. We drove from San Diego to Palm Springs on a September day, and when we got there it was 104 degrees. The AC was going full blast, and it wasn't doing the job. The fan was blowing strong, but the air coming out of the vents wasn't cold enough to cool the cabin.

Driving Impressions
After long drives in both the Dodge Nitro SLT 4WD and R/T 2WD, we prefer the R/T.

The 3.7-liter engine in the SLT is slightly harsh and too slow, and the four-speed automatic transmission needs another gear; we floored the SLT once at 40 mph, and the tranny didn't kick down and the vehicle felt gutless. The suspension takes bumps with a jolt, especially at lower speeds and mostly at the front wheels. And when we turned off the stability control and drove it aggressively around a hairpin turn, the front end washed out as badly as anything we've felt in a long time, on its Goodyear Wrangler on/off-road performance tires. This was surprising, because the Nitro is a rear-wheel-drive platform.

The R/T costs about $2700 more, but it's worth it. It's better looking anyhow, with more of its trim in the same color as the body, although those 20-inch chrome wheels are a bit much (as a $1405 option on the SLT, too bad you can't get 17-inchers on the R/T and save the money). Chrysler's R/T models are considered higher performance, but in this case it's not hot-roddy high performance, it's more literal: simply a higher level of basic performance by the engine, transmission and suspension.

The 4.0-liter V6 is a new single overhead-cam engine. It's rated at 260 horsepower, 50 more than the engine in the SLT, and it provides 265 pound-feet of torque at 4200 rpm. That's a lot of horsepower and torque, and we can't say that the R/T really feels like it has that much; but we can say that it accelerates up to 90 mph without messing around.

The R/T engine is quieter than the 3.7-liter in the SLT, and it gets nearly the same mileage: 17 city and 21 highway in 2WD, with 89 octane recommended but 87 acceptable. We got 16.7 mpg driving the R/T very hard out in the country.

The five-speed automatic transmission makes a world of difference in smoothness over the four-speed. However in manual mode, it doesn't listen. It only responds to a shift by the driver (at least this driver) about half the time. Most of the shifts to which it doesn't respond are about saving gas. It refuses to short-shift, or upshift before redline under heavy throttle. Nor will it upshift when you back off the throttle. As a result, passing on two-lanes is unnecessarily un-smooth. The upshifts near redline (6000 rpm) are also a bit slow, not as sharp as one might expect from an R/T. And the shift mechanism is not ergonomic; that is, the shifts are made by moving the lever from side to side, not forward and back, which would be easier on the wrist.

The handling of the R/T is reasonably sure-footed, and considerably more precise than the SLT; Goodyear Eagle tires help a lot. But it's the ride that's radically better, in this 2WD model. Theoretically the R/T's tuned suspension should be firmer, and surely it is overall, but it's also a lot more comfortable.

Summary & Specifications
The Nitro is the first mid-size SUV from Dodge, and has all the Dodge character. It's built on the platform of the future Jeep Liberty, and actually feels bigger than its size, thanks largely to a high beltline, high seating position, and much glass instead of sheetmetal at the rear corners. It's not easy to make an SUV look distinctive, and the Nitro tries very hard. Mechanically, it's hindered by the 3.7-liter engine and four-speed automatic transmission in the SXT and SLT, the most popular models. The R/T, costing on average about $2700 more, has a more powerful and smoother new 4.0-liter engine, which gets about the same gas mileage at the 3.7, along with a good five-speed automatic transmission. It also has a more comfortable ride. Go for the R/T. [source : automotive.com]

Chevrolet Equinox Review

2006-11-26T04:35:00.000-08:00

The Chevy Equinox is Chevrolet's answer to the Ford Escape, Honda CR-V and Toyota RAV4. It's bigger than each of them (including the all-new 2006 RAV4). Equinox is big enough that its dimensions blur the line between compact and midsize sport utilities. It's nearly 14 inches longer than the Ford Escape and just three inches shorter than a Chevy TrailBlazer.

As a result, the Equinox is roomier than other compact SUVs, and has features that enhance its versatility. The back seats are mounted on tracks and slide fore and aft. Slide forward and you have more cargo space. Slide the seats rearward for more rear legroom. The rear seatbacks also recline for additional comfort. Fold the rear seats down, then fold down the front passenger seatback down, and you can load eight-foot objects inside. However, Equinox only seats five because it does not offer a hopelessly cramped third row as the new RAV4 does.

It long wheelbase gives the Equinox good stability and ride quality. Like the CR-V, RAV4, and Escape, Equinox is based on a passenger car design.

Equinox was launched as a 2005 model so there aren't any major changes for 2006. However, the 2006 models do come standard with anti-lock brakes, cruise control, and other features, which wasn't the case last year. Also, interior changes have been made for 2006 to improve the appearance and function of the cabin. Our biggest complaints with the 2005 models had to do with interior materials.

Lineup
The 2006 Chevy Equinox comes in two trim levels, the basic LS and the better-appointed LT. Both are available with front-wheel drive (FWD) or all-wheel drive (AWD). Equinox comes standard with a 3.4-liter V6 and five-speed automatic transmission. The 2006 Equinox LS packs more standard equipment than last year, and the LT level has been split into two sub-levels called LT1 and LT2.

Equinox LS FWD ($21,755) and AWD ($23,505) come with air conditioning; cruise control; cloth upholstery; a fold-flat front passenger seat; a Multi-Flex 60/40 split rear bench seat that folds, slides, and reclines; six-speaker AM/FM/CD audio; and power windows, mirrors, and locks with remote keyless entry. Bumpers are body-color for 2006. LS FWD comes standard with traction control.

LT1 FWD ($23,050) and AWD ($24,675) add fog lights, carpeted floor mats, deep tinted glass, and 16-inch aluminum wheels. Mirrors, door handles, and roof-rack side rails are body-color rather than charcoal or black. Sound system options expand considerably at the LT1 level, and include a six-speaker AM/FM/CD/MP3 unit with RDS ($135); a similar unit incorporating a six-CD changer ($395); and digital audio with XM Satellite Radio ($325). Also available: a tilt-and-slide sunroof ($595) and luggage rack cross-bars ($95).

LT2 FWD ($24,180) and AWD ($25,805) add an auto-dimming inside rearview mirror with an eight-point compass and outside temperature display, leather-wrapped steering wheel with redundant audio controls, and 17-inch aluminum wheels. In addition to the LT1 options, LT2 buyers can choose leather seating (at no cost), heated seats ($250) with cloth or leather, and a Pioneer seven-speaker sound system with amplifier and subwoofer ($295).

Options for all models include a towing package ($350), engine-block heater ($35), and OnStar.

Safety features include anti-lock brakes, now standard on all models. Side-impact and head-curtain airbags are optional ($395) offering torso protection and head protection in the event of a side impact or rollover. OnStar is an excellent safety feature as its operators will dispatch rescue crews to the scene should your airbags deploy and you fail to respond to their calls.

Walkaround
The Chevrolet Equinox looks the part of a Chevy truck from the front, with its requisite single-bar grille sporting a large gold Chevrolet bow-tie emblem. But its side-view shape is quite a bit different from the rest of the family, and we like it.

The roof pillars and the sheetmetal above the windows but below the roof seem to be extra-thick, imparting a feeling of extra solidity and strength, important for a truck made on a car platform. When you shut the doors, the sound is more like a the muted mating of plastic than the hollow clang of sheetmetal. It's a sound that no other Chevrolet truck makes.

The Equinox look solidly planted on its wheels. Its bigger size is evident everywhere. The doors open wide for easy entry and exit, and the rear gate goes up and out of the way, allowing you to stand fully upright for easy loading of groceries, camping equipment, dogs.

Equinox is based on a car-type platform, with unit-body construction rather than body on frame for better ride and handling.

Interior
Inside, where the people live, work and ride, is where the Chevy Equinox shines when compared to some of its competitors. Up front, Equinox carries flexible net storage pockets on both sides of the center tunnel. The center console/armrest has a small storage cubby and a coin holder for toll money. Dual cupholders pop out of the end of it, but they're flimsy and get in the way of the handbrake. The armrest flips up, providing better access to an open floor console that's a perfect place for a purse, briefcase or tote bag. The floor-mounted cupholder works well, while slots farther to the rear holds CDs angled forward for easy selection.

The Equinox cabin is a clean and functional design, with low-gloss nickel-plate trim on the console and control panel, a scheme that matched well with the light gray of our test Equinox LT2's leather upholstery. Improvements for '06 include new knobs for climate control (and a claim of improved performance), and better integration of the passenger-side airbag cover. Down on the console, the T-handle shifter on the '05 models has given way to a more conventional shift lever for '06. Seat heaters are now available with cloth as well as leather seats, and the seat-heating controls of been re-located to the instrument panel.

The rear seat rides on a track that allows it to slide back and forth by up to eight inches, to bring kids or briefcases closer to the front, or to provide extra legroom for tall second-row passengers. With both front and rear seats in the full rearward positions, there's more rear-passenger legroom in the Equinox than you'll found in many larger SUVs: a full 42 inches. And behind the seat there's still plenty of room for your stuff. GM calls this innovative feature the Multi-Flex rear seat. Rear passengers also enjoy a 12-volt power outlet and dual slide-out cupholders. Rear head restraints have been down-sized slightly for '06, improving rearward visibility for the driver.

GM's designers have used the space above the wheel wells to a handy cargo storage system. A lightweight reversible panel slides into slots on the Equinox's wheel wells at three different heights. Carpeted on one side and plastic on the other, the panel can serve as shelf, cargo cover or even a picnic or tailgating table. The tops of the wheel wells contain storage bins for small items. And there are several tie-downs and hooks on the panel from which to hang grocery bags. However, this system is being eliminated during the 2006 model year to increase cargo capacity.

XM Satellite Radio is a great feature when traveling cross country because the stations don't change. It's nice to have around town for listening to music, 24-hour news broadcasts (Fox, CNN), sports (NASCAR), talk radio, and comedy.

Equinox doesn't offer a navigation system, but OnStar can can help and doesn't even need to be programmed. Simply press the blue button and a human operator responds, to provide directions and other assistance. OnStar always knows the location of your vehicle. The operators will notify authorities of your location if your airbag goes off and you do not respond to their calls. Or you can press the emergency button and they'll send out the troops. They can unlock your doors if you lock your keys inside. They can direct you to the nearest gas station or help find a good restaurant or motel. If your vehicle is stolen, OnStar can pinpoint its location and direct the authorities to apprehend and recover.

Driving Impressions
The Chevy Equinox is among the few compact sport utilities that offers a V6 engine. It delivers good acceleration and it's smooth enough. EPA fuel economy estimates are 19/24 mpg city/highway for front-drive models and 18/23 for the AWD version. The 3.4-liter V6 is an old overhead-valve design that lacks modern features such as variable valve timing and variable-length intake runners. So it feels strained when pushed at high rpm. It delivers 185 horsepower and 210 pound-feet of torque.

The V6 engine is aided considerably by the five-speed automatic transmission. Chevrolet says the Equinox can accelerate from 0 to 60 mph in about 8.5 seconds, which should be adequate performance for most families. And while it may not excel at acceleration, Equinox is rated to pull a 3500-pound trailer.

Its long wheelbase and 3600-pound heft give the Equinox a decent ride, making it a suitable companion for long trips. Its handling is responsive and it's easy to modulate the brakes for smooth stops.

The Equinox has good road feel in highway driving, yet the driver may notice that steering effort is very low at low speeds for easier maneuvering in tight parking lots. The steering ratio is variable, and the Equinox uses electric, rather than hydraulic, power steering. An electronic control unit programmed for a variety of performance characteristics regulates an electric motor mounted adjacent to the steering column, providing the right amount of assist for a given driving situation. We don't think the average driver will feel the difference between this system and more conventional hydraulics, and that's a good thing. Unlike a hydraulic servo, the electric booster doesn't use engine power, resulting in slightly better fuel economy.

In AWD guise, Equinox still sends power to the front wheels in dry-road conditions, automatically transferring power to the rear wheels only if the front wheels slip. The system is designed primarily for improved wet-pavement performance but is rugged enough for some light off-road duty.

Summary & Specifications
The Chevy Equinox is larger than other compact SUVs. Its flexible interior design provides room for full-size people and their gear, featuring a sliding second-row seat. It comes standard with a V6 and offers a good value. [source : automotive.com]

Cadillac STS Review

2006-11-23T16:01:00.000-08:00

When the Cadillac STS was redesigned and introduced as an all-new model last year, Cadillac delivered on the promise of the original Seville Touring Sedan: a car that people who like to drive will want to drive. For 2006, the game gets even faster with a new STS-V model that adds supercharged velocity to the grand touring.

The STS models benefit from GM's newest V6 and V8 engines, which boast the latest in computerized engine management and variable valve timing. The result is smooth, efficient power. The STS also offers a choice of equally smooth suspensions, from the standard suspension designed for smooth, comfortable commuting to an active suspension that instantly adjusts to any driving situation, whether cruising through a sea of potholes or swiftly motoring around a sweeping turn.

What really sets this latest generation of luxury models apart, however, is that the STS has returned to rear-wheel drive, an essential element for truly spirited driving. All-wheel drive is also available for handling stability in inclement weather.

STS is blessed with Cadillac's best interior ever, with comfortable but supportive seats that are infinitely adjustable, ample storage space, and superior sound systems. Most important, state-of-the-art occupant safety is standard.

Cadillac's top management rolled the dice when it empowered its stylists and engineers to create the all-new STS. But they were right insisting it be designed and outfitted from the tires up with one goal in sight: a car meant to bring as much joy and pleasure to the driver as it does comfort and convenience to the passengers. The STS has shown there's plenty of life in the wreath and crest, while the new STS-V shows that a domestic sedan can run alongside the world's best.

Lineup
The Cadillac STS comes with a choice of V6 ($41,020) or a V8 ($47,520) engines. They come with a five-speed automatic transmission. Rear-wheel drive is standard. All-wheel drive ($1900) is available for either model. The STS-V ($74,270) comes with a supercharged V8 and a six-speed automatic; all-wheel drive isn't available.

STS comes standard with leather trim, dual-zone automatic climate control, Bose AM/FM/CD stereo, the usual lineup of power creature comforts and driver aids, OnStar telematics (with one year's service), Stabilitrak electronic stability control, automatic headlamp high-beam control, and rear park assist.

The popular V6 Luxury Package ($2640) includes a Memory Package with dual eight-way power and heated front seats, power tilt and telescoping steering wheel with radio and climate control settings; four-way power front lumbar seat adjusters; an eight-speaker stereo with six-disc CD changer; rain-sensing wipers; polished aluminum wheels and memory for driver's seat, outside mirrors and steering wheel settings; offered as an add-on to this package are satellite radio, programmable garage door opener and eucalyptus wood interior trim ($730).

The V6 Luxury Performance Package ($8,285) adds 15-speaker surround-sound Bose stereo with in-dash six-disc CD changer, DVD-based navigation, Bluetooth phone interface, heated rear seats and ventilated/heated front seats, Eucalyptus wood trim, leather-wrapped wood-accented heated steering wheel, tilt/slide power sunroof, auto-dimming inside rearview mirror with OnStar controls, outside automatic recirculating air quality sensor, tire pressure monitoring system, universal home remote, decklid spoiler, and performance brakes; a heavy-duty cooling package ($150) can be added to this. Stand-alone options include a performance handling package ($795), Bose surround-sound stereo ($2,590), premium leather seats ($1,200), 18-inch polished aluminum wheels ($800), power moonroof ($1,200) and an engine-block heater ($100). Two of the nine exterior paints, Infrared and Diamond White, cost extra ($995).

The V8 Luxury Package ($4,445) includes the Memory Package, auto-dimming inside rearview mirror, heated front and rear seats, four-way power lumbar adjusters, Bose surround-sound stereo and navigation system, heated leather-wrapped steering wheel, universal home remote, and Eucalyptus wood trim. The V8 Luxury Performance Package ($10,740) adds an outside automatic recirculating air quality sensor, ventilated front seats, leather-wrapped wood-accented steering wheel, power sunroof, tire pressure monitoring system, more extensive Eucalyptus wood trim, Intellibeam Xenon headlamps and washers, a decklid spoiler, and performance brakes. The Premium Lux Performance Package ($12,790) adds premium Tuscany all-leather seating to the Luxury Performance Package list.

Adaptive cruise control ($2,300) is available for both models. A Performance Handling Package ($795) with special springs and shocks is available with rear-wheel drive but not all-wheel drive.

The STS-V comes with a higher level of standard equipment, including EZ Key with remote start, XM Satellite Radio, rear AV jacks, and rear obstacle detection, hand-wrapped leather surfaces with suede seat inserts, Olive Ash Burl wood and aluminum interior accents, rear climate system controls, and V-Series badging. Special paint and a sunroof are the only options.

Safety features that come standard on all models include dual two-stage frontal airbags, front seat mounted side airbags and front-and-rear side curtain airbags. Four-wheel anti-lock brakes are standard. Tire-pressure monitors are available only with the option packages.

Walkaround
The 2006 Cadillac STS is both new and familiar. It is strikingly dissimilar to its immediate predecessor, the 2003 Seville STS. The design of the STS, introduced as an all-new model for 2005, is the latest example of Cadillac's Art & Science design motif. Only the grille pretends to keep faith with any of the old Seville's softer, rounder shapes and lines.

Yet the STS is recognizable in its striking similarity to the CTS. The STS and CTS are indistinguishable to the casual observer even when parked side by side. Both cars present only minimally different iterations of the sharp angles and flat planes first seen in the Evoq concept. We now encounter examples of the Art & Science design theme almost daily in the SRX sport utility and XLR sports car. The now familiar theme can be seen to a lesser degree in the forward quarters of the new Escalade.

The similarity between CTS and STS runs deeper than the sheet metal. They both ride on the same platform. The wheelbase of the STS is only three inches longer than that of the CTS, and its body is six inches longer. The STS features much shorter overhangs (less metal hanging out over the front and rear wheels) than the old Seville. Besides better looks, this design makes for better handling and improved stability.

All that said, there's no mistaking the STS for anything but a Cadillac. Viewed head on, the trademark egg-crate grille and stacked headlamps are starkly functional in appearance. No wasted motion or volunteer excess there, to be sure.

From the side, the body's crisp lines draw an almost box-like silhouette that somehow still looks aerodynamic. Perhaps it's the gently curved A-pillar and C-pillar that tend a bit more toward art than science. Sharply contoured lower rocker panels tracking rearward from the front fascia's bottom edge pull the body down, adding a stylistic ground-effects look.

The backside is vaguely reminiscent of the old Eldorado coupe, with vertical taillights bracketing a tall, squared-off boot. Recessed in the boot's rear vertical is a trapezoidal inset, long enough for European-spec license plates, housing large backup lights at the left and right extremes. American-tradition dual exhausts exit below and at each end of the rear bumper. The optional rear spoiler, running the width of the trunk lid, adds stabilizing rear downforce without spoiling the look.

The performance STS-V is distinguished from the other STS models by its unique hood covering the supercharged powerplant, a larger, polished stainless steel wire-mesh front grille, a lower front fascia with a larger lower grille, brake ducts and splitter, lower side rockers, 10-spoke wheels, a higher rear spoiler, a lower rear fascia with wire-mesh accenting, and V-Series badging along with Supercharged badges on the doors.

Interior
The Cadillac STS cabin is warmer in appearance than the exterior, with soft leather surfaces complemented by warm wood accents. Those wood accents are not standard, but we much prefer them over the standard brushed aluminum trim, which looks and feels cold and reflects sunlight to the point of annoyance. Get the wood.

Seats are refreshingly supportive, for a Cadillac, without being overly firm. Arm rests and head restraints are a degree or two softer than the cushions and side bolsters, boosting the comfort factor a couple notches. All essential controls are within easy reach, although there could be more clearance between the lower door panels and seat bottom to access the front seat adjusters. For this reason, we were especially grateful for the seat memory feature, which often saved us from having to reach down there. The interior is roomy, fitting in between the marginally smaller CTS and externally larger 2003 Seville.

Instruments are easily scanned, white-on-black round analogs, with a large nested tachometer and speedometer between the smaller fuel and engine temperature gauges. The speedometer changes between English and metric electronically, so there's only one set of numbers around its circumference. Cruise control and running lights are managed via a stalk on the left side of the steering column, windshield wipers and washers with a stalk on the right. Buttons in the steering wheel spokes provide redundant controls for audio and driver information functions. A word of caution: the top-level stereo system, although delivering superb surround sound, is multi-tasked with a navigation system that, in combination, demands an extensive study of the owner's manual to operate with any degree of alacrity and confidence.

All four doors boast map pockets. The front center console is deep and wide and pre-wired for cellular and Bluetooth (to wirelessly tie the cell phone into the car's audio system allowing hand-free operation). The glove box, though, is barely sufficient to hold the navigation DVD case and owner's manual. Two cup holders are provided front and rear. The trunk is fully lined, with articulated, gas-pressurized struts.

Fit and finish are top grade, with notably tight interior trim tolerances. Careful attention was paid to reducing noise, vibration and harshness, with remarkable and commendable success. Specially laminated windshield and front door glass, wind tunnel-tuned outside mirrors and high-density/low-mass sound-deadening padding combine to deliver the quietest interior Cadillac's delivered in memory.

Driving Impressions
The Cadillac STS is everything it should have been from its inception, and more.

The 3.6-liter V6 engine generates 255 horsepower, the V8 produces 320 horsepower, and the new supercharged V8 delivers 469 horsepower, making it the most powerful engine ever produced for a Cadillac. The V6 does a more than adequate job of moving its 3,857-pound burden down the road. While the sound of the V6 isn't as robust or viscerally satisfying as that of the V8, it's nothing to be ashamed of either.

Except for the monster STS-V, the sportiest setup is the V8 with the optional performance handling package. Nudging the shift lever over to the right, into the manu-matic gate where the selected gear will hold all the way up to redline, and alternating between the accelerator and brake pedal allow frolicing at extremes heretofore beyond the reach of sedans wearing the wreath and crest. Cadillac's suspension engineers have finally demonstrated the difference between stiff and firm. Thankfully, all the sound filtering and deadening doesn't keep the V8's throaty exhaust note out of the cabin. Who needs a stereo with these tones to enjoy?

Then again, ordering the all wheel-drive with the Magnetic Ride Control supplementing the latest generation Stabilitrak is a hard package to top, though it adds some weight and isn't available with the handling package. Still, body lean in even the tightest switchbacks is almost non-existent, and mild whoop-de-doos barely give occupants' stomach a flip. Biasing 60 percent of the power to the rear wheels gives the all-wheel-drive STS the sporty dynamics of rear-wheel drive while sending enough power to the front wheels to pull the car through and out of corners with sureness and confidence.

The electronic steering is a delight, with the only shortcoming a slight softness on center. The car tracks well through corners, and turn-in is crisp, especially with the 18-inch, low-profile tires. The brakes are up to the car's potential, with a firm pedal and a feel that's more linear than not. Cadillac has ratcheted the Stabilitrak back a smidgen from its earlier aggressiveness, and it now waits a bit longer before stepping in. And when it does, it does so less abruptly, too. That's an improvement from a driving enthusiast's point of view because the electronic aids are less intrusive.

The 3.6-liter V6, 4.6-liter V8 and 4.4-liter supercharged V8 are GM's latest engines with double overhead cams, four valves per cylinder and variable-valve timing, or VVT. This latter system continuously varies valve operation to generate the most power from the least amount of fuel with the lowest emissions possible. Torque is what American drivers really use; torque is what gets a car moving in the first place, like when merging onto a freeway or passing on a two-lane. Recognizing that, Cadillac engineers designed the STS engines to generate lots of torque throughout the rev range for responsive performance at all engine speeds.

The V6 gets a dual-stage intake manifold that makes available 90 percent of the engine's 252 pound-feet of torque from 1900 to 5800 rpm. The V8 uses electronic throttle control, sometimes called drive-by-wire, to match the engine's performance to a variety of driver demands, from sedate highway cruising to rambunctious backroad motoring. The V8 generates 315 pound-feet of torque at 4400 rpm.

The STS-V's supercharged V8 pumps out 439 pound-feet of torque, with 90 percent of it delivered in a wide sweep of power from 2200 to 6000 rpm. This enormous power is delivered smoothly through the new six-speed automatic transmission. However, the performance upgrades found in virtually every dynamic element of the car, including larger tires and brakes, make the STS-V only suitable for those willing to sacrifice some comfort for a car that can jet from 0 to 60 mph in less than 5 seconds. There's also the STS-V's $2,100 gas guzzle tax to consider.

Summary & Specifications
The Cadillac STS may not threaten BMW's grip on the fun-to-drive crown, but it's definitely arrived when put up against Audi, Lexus and Mercedes-Benz, and the new V model is a credible thrust into BMW territory. People who enjoy getting where they're going as much if not more than being there but who pine for luxury touches and good ol' American V8 power need no longer compromise. Come on home. [source : automotive.com]

Buick Terraza Review

2006-11-18T01:44:00.000-08:00

The Buick of minivans is generally what we'd expect a Buick to be: big, quiet, comfortable and loaded with conveniences.

If anything stands out about the 2006 Buick Terraza, it's how well this minivan takes care of its passengers. It comfortably seats seven in a nicely designed and finished interior. The base Terraza CX is loaded with standard features, including a DVD entertainment system for rear passengers and a one-year subscription to GM's in-demand OnStar tele-aid service. Terraza is also available with GM's unique PhatNoise removable hard drive, which allows the onboard entertainment system to play or display MP3 music files, photographs, video games and the latest movie releases.

Terraza's build quality meets or beats the best in the class, and it has the minivan essentials covered. It comes standard with a V6 engine, and it's available with all-wheel drive. With the optional towing package, it can pull 3,500 pounds.

For 2006, the Terraza offers side-impact airbags for rear passengers, and Buick has increased the standard warranty to a premium-grade four years or 50,000 miles. Yet the biggest news for 2006 is an optional 3.9-liter V6 with variable valve timing and a 22 percent increase in horsepower. Choose this engine and Terraza morphs from one of the least powerful minivans available into one of the most powerful.

That's good, because if Terraza falls short of the best in class, it's most obvious in the driving. The standard 3.5-liter V6 is adequate, no more. And while Terraza is quiet and comfortable in the Buick tradition, it feels less responsive than the minivans from Chrysler, Honda, and Toyota. That more powerful 3.9-liter V6 should help.

For now, Terraza's real strength lies in other important minivan virtues, and to considerable extent in its value. Comparably equipped, it retails for less than the Chrysler Town & Country or a loaded Toyota Sienna, and that's before the incentives GM frequently offers.

Like its contemporaries from Chevrolet, Pontiac and Saturn, Terraza stands on more solid competitive ground than previous GM minivans. It shares its chassis and mechanicals with the Chevy Uplander, Pontiac Montana and Saturn Relay, and the differences are defined by minor styling changes and varying equipment levels. While each brand may indeed appeal to different buyers, smart consumers will shop them all. Price differences among the GM minivans amount to a few dollars when they are comparably equipped, and all are available with the most popular features. The choice may come down to satisfaction with a particular dealership.

Like its GM counterparts, Terraza's long-nose, truck-style exterior design is intended to create the image an SUV more than a minivan. We say no one will mistake the Terraza for anything but what it is: a minivan with the flexibility, features and family-friendly conveniences minivan buyers expect.

Lineup
The 2006 Buick Terraza is offered in two feature-packed trim levels, with standard front wheel-drive, a 196-hp 3.5-liter V6 and four-speed automatic transmission. Both models have seating for seven and dual sliding rear doors. All-wheel drive and an upgrade V6 are optional on both trim levels, but you can't have both awd and the more powerful engine.

The Terraza CX ($27,250) comes with cloth upholstery, air conditioning, tilt wheel, remote keyless entry with programmable locks, power driver's seat, power windows, a six-speaker AM/FM/CD MP3 stereo system, a rear-seat DVD entertainment system, and rear seats that can be folded or removed. It features GM's interior roof rail system, with an overhead console and accommodations for snap-in accessory options. Plastic wheels covers are standard on 17-inch steel wheels. Versatrak all-wheel drive is optional ($3,000).

The Terraza CXL ($29,750) adds leather-trimmed seats with power adjustment for the front passenger and position memory for the driver, power rear doors, rear climate control, ultrasonic rear park assist, audio controls on the steering wheel, a rear cargo organizer, a 115-volt (house-current) power outlet in the rear cargo area, and a first aid kit. Alloy wheels are standard. Versatrak all-wheel drive is optional ($3,500).

The 240-hp 3.9-liter V6 ($500) is optional on both models.

Options for the Terraza CX include most of the features standard on the CXL, including the rear cargo area organizer ($285), rear air conditioning ($475), alloy wheels ($325), and a left-side power sliding door packaged with rear park assist ($545). Both trim levels are available with a remote starter ($190), six-CD changer ($295), XM Satellite Radio ($325), PhatNoise ($675), heated front seats ($275), and polished alloy wheels ($650).

Safety features that come standard on all models include ABS and traction control. Front-wheel-drive models come with GM's StabiliTrak electronic stability control. The OnStar subscription includes Advanced Automatic Crash Notification, which sends crash data to participating 911 centers to help them dispatch the appropriate life-saving personnel and equipment. Crash protection includes dual-stage front airbags. Side-impact airbags for first and second-row passengers are standard on Terraza CXL and optional on CX ($750). Terraza is not available with the head-protection airbags offered is some other minivans, but it scores well in government crash tests. The National Highway Traffic Safety Administration (NHTSA) gives it five stars for a frontal impact, and four stars for side impact with the optional side airbags.

Walkaround
Buick calls the Terraza a crossover sport van, comparing its appearance to an SUV and highlighting design cues like its long hood, big grille, big wheels and blacked-out pillars. If you like the look, great, but don't fall for the SUV stuff.

Terraza looks like a minivan with a prominent snout, and in the functional sense it is a minivan, with minivan advantages such as low step-in and load lift heights compared to the typical SUV. Of course, with 5.5 inches of ground clearances, owners shouldn't expect SUV-style off-road performance, either. When equipped with all-wheel drive, Terraza is more like an all-weather family transport unit with some flair.

The big vertical-toothed grille and integrated headlamps emphasize Terraza's long nose. From there rearward, the Terraza is adorned only by a single strip of chrome on each side. The rear side windows are tinted dark, and the roof is decked with a chrome-railed roof rack. There are sliding rear doors on both sides, power-operated from the dash or key fob on the high-zoot CXL. Given Terraza's premium pretensions, it's odd that there is no power assist for the rear liftgate.

The most lasting impression after a Terraza walkaround? Perhaps the quality fit and finish. The seams on our test vehicle matched precisely and consistently, and the paint had a deep luster with very little orange-peel effect. It was among the best we've seen from GM and as good as any other minivan currently offered, including those known for their build quality.

The Terraza's outside mirrors fold tight against the side windows to help squeeze it into tight parking spots, and the beep-beep-beep of the rear park assist, standard on our CXL, is welcome in most urban parking situations.

We applaud GM's effort to make options for the physically challenged off-the-rack features. Terraza is available with a Sit-N-Lift power seat system ($4,795) that provides easy access to the right-hand second-row seating area. Operated via remote control, the power bucket seat rotates and then extends out of the vehicle before lowering near pavement level for easy entry and exit.

Interior
From the passenger space, the Terraza stacks up well against its minivan competition, bar none. Its interior is major improvement over any of GM's previous minivans.

Both finish and materials are almost surprisingly good, considering some of GM's efforts just a few years ago. Plastics in the Terraza are generally rich in touch and appearance. Some media have bashed the fake wood trim, but we find it as good as that from some luxury brands that cost considerably more. The forward seats in our Terraza CXL were upholstered in smooth, sturdy leather.

The black-and-white gauges are large, and trimmed with a nice chrome accent. The script is large, too, and sharply legible. The instrument panel, center console and door panels are well integrated, flowing nicely from one panel to the next. The design is straightforward, and nothing in here will confuse anyone for very long.

The center stack is particularly well done. Audio controls sit above the climate controls, as we like them, and the knobs are not only big, but pleasant to touch. There's a pair of pull-out cupholders and a swing-out storage bin at the bottom. There's also a folding utility table between the front seats with more cupholders and indents to keep phones or glasses handy without allowing them to slide off.

We like the Terraza's cabin, but it isn't perfect. The bins built into the back of the front seats are well designed, with secure storage for headsets and discs. Yet the plastic they're shaped from is hard, and they feel flimsy. And the view through the rear-view mirror is about as obstructed as a mainstream vehicle gets. It's noticeably restricted by the rear-seat headrests, with a relatively narrow scope.

Rear-seat DVD entertainment is standard, not a pricey option, and the system has three-mode operation, so the DVD, CD and radio can be played simultaneously through appropriate speakers and wireless headsets.

GM's PhatNoise removable hard drive remains unique in the auto industry. It snaps into Terraza's interior roof-rail system, where it's wired into the audio-video system. It removes easily and connects to any computer through a USB port. With 40 gigabytes of storage space, it can hold 40 full-length movies, video games, thousands of digital photos, up to 10,000 songs in MP3, WMA or WAV format, or any combination thereof. Voice browsing allows most songs and movies to be selected by name. All told, with a good foundation in the fundamentals and features like PhatNoise, Terraza has the conveniences that make family driving more pleasant. When it comes to passenger/cargo flexibility, Terraza does quite well, too.

The standard interior layout is familiar in minivans: four captain's chairs and a three-place rear bench. The second-row seats are as tall and supportive as those in front. They'll accommodate adults, not just kids, in real comfort. The third-row bench is no problem for passengers through age 15 or 16, even on long drives, though access is not the easiest. The pathway between the individual second-row seats is narrow. From the outboard side, there's a one-button mechanism that folds the second seatback forward and slides the entire seat toward the front. However, it doesn't make climbing in back much easier than walking between the second-row seats.

The third-row bench seat is split, and any or all of the seatbacks quickly fold forward, creating an expansive, essentially flat load floor from the driver's seat rearward. The rear seats can be removed without too much difficulty, but they don't tumble into the floor as they do in minivans from Chrysler, Ford, and Honda. With the seats in place, you get 27 cubic feet of cargo space, or a lot more than the trunk in a large sedan. With the third row folded you get 74 cubic feet, and with the rear seats removed you get 136 cubic feet. That's twice as much as what the full-size Cadillac Escalade SUV offers, but about mid-pack for minivans, which range from 130 to 160 cubic feet.

The hidden rear cargo organizer has advantages and disadvantages. It can keep items out of sight and it keeps groceries from sliding around. Yet it's not very deep, and it raises the load height for larger items a good eight inches.

GM's terrific OnStar communications system is, in important ways, a safety feature. If the airbags deploy, an OnStar operator will try to reach vehicle occupants and direct paramedics to the crash location if the occupants don't respond. More commonly, OnStar operators can provide directions, locate the nearest five-star Italian restaurant or send help if the Terraza has run out of gas. OnStar operators can also unlock the doors remotely should you leave the keys inside, and they can track the vehicle if it's stolen, directing police to the scene.

Driving Impressions
The Buick Terraza offers a soft, smooth ride and is best outfitted with the optional 3.9-liter V6. This engine generates 240 horsepower and 240 pound-feet of torque, compared to 196 horsepower and 213 pound-feet for the standard 3.5-liter V6. That quickly, the optional engine lifts the Terraza from the low-end of the minivan power spectrum to somewhere near the top.

We've sampled the 3.9-liter V6 in other GM products, and it delivers a nice, broad power curve, with lots of acceleration-producing torque at all engine speeds. We'd also guess that in real-world driving, it will not produce a significant drop in Terraza's fuel mileage, compared to the standard 3.5-liter V6. The problem is that the 3.9 is only available in front-drive Terrazas. Until we can evaluate the new engine in this minivan, we can't offer snowbelt drivers a sound recommendation: all-wheel-drive, or front drive with the big V6.

Our hunch is that we'd take the bigger engine, even for places where the snow flies and the roads freeze. That's because that standard V6 is the weakest link in the Terraza package. If this Buick falls off compared to the best minivans, it's most obvious in the driving, and the single biggest reason is the engine.

The fundamental design of the cast-iron 3.5-liter V6 goes back decades, which doesn't necessarily mean it's bad. At interstate speeds the standard engine is quiet and relatively smooth. There's enough quick-burst acceleration for safe freeway merging or left turns during rush hour, and excellent transmission response helps take full advantage of the power that's available. GM makes some of the best automatic transmissions available anywhere. Terraza's has four speeds (compared to five in some competitors), but it responds quickly and appropriately to the driver's action on the gas pedal. It never hunts indecisively for the right gear, and shifts up or down as smooth as can be.

Given all that, the standard 3.5-liter V6 isn't likely to generate emotion of any sort, let alone a thrill. The numbers speak for themselves: Terraza's standard engine delivers less horsepower and torque than any in the class (except other GM minivans), and it's noticeable on the road. When it comes to high-rev power, smoothness or fuel economy, it can't match the overhead cam engines in some competitors, and it can't match the low-end grunt of cam-in-block engines in others. We recommend you test drive the 3.9-liter V6.

GM's VersaTrak fulltime all-wheel-drive system works very well in snow, slush and ice, and we heartily recommend it. VersaTrak's mechanicals are relatively simple, and add less weight to the vehicle than many all-wheel-drive systems. There are no buttons or levers to engage, yet in operation VersaTrak can do things some similar systems can't. When the Terraza's front wheels lose grip, the system automatically shifts engine power to the rear wheels, greatly improving the odds of continued forward mobility. Yet VersaTrak can also shift power from side to side between the rear wheels. If the inside wheel encounters slush build-up near the center of the road, VersaTrak sends power to the outside wheel with grip.

Front-wheel-drive Terrazas come standard with StabiliTrak, GM's electronic stability system. This is valuable, too. Let's say a driver inadvertently drops the right-side wheels off the pavement and onto a gravel shoulder. The right-side wheels would tend to lose grip on the low-friction gravel. Without StabiliTrak, the left-side wheels would continue to grip as before, quite possibly directing the vehicle toward the center line or opposite lane. StabiliTrak senses the disparity in traction and intervenes by applying brakes to the outside wheels or cutting engine power. The electronics help prevent a sharp change in direction and help the driver to regain full control without overreacting or overcorrecting. In short, StabiliTrak can help you avoid a wreck.

StabiliTrack is offered only on front-drive models. It's not available with all-wheel drive. In the northeast or mountain states, we'd choose the all-wheel drive. It brings a slight penalty in fuel mileage (1 mile per gallon according to EPA figures), but in the right climate it's well worth it. Unfortunately, with a new upgrade V6 engine option for 2006, the all-wheel-drive/electronic stability program decision gets more difficult, and in this case we aren't able to make a clear recommendation.

Ride quality is comfortably soft, but it comes with side-to-side sway in corners taken at any speed faster than sedate. The steering is very light, and great for negotiating parking lots, but it doesn't offer much road feel, so it doesn't tell a driver much about how the front tires are gripping. On back roads, the Terraza does not respond as crisply as some other minivans. Some drivers may appreciate the softer ride and never know the handling difference.

Most drivers will appreciate the quiet inside. Terraza benefits from what Buick calls Quiet Tuning: a package of sound blockers, attenuators, and deadeners from the firewall to the tailgate. Considering the size of the hole the Terraza cuts through the air, the big tires and the huge glass area, it is very quiet at all speeds on good pavement (though the suspension can clunk a bit on rough stuff). Any minivan, because it is essentially a big empty box with lots of glass, is an acoustic engineer's nightmare, and Buick has done a world-class job of quieting things down.

The brakes work impressively, too. In full-on stops, the Terraza's anti-lock braking system keeps the wheels precisely at the point of lockup without any shuddering through the pedal, and stops this minivan as quickly as possible while leaving the driver full directional control. The 25-gallon fuel tank is another plus. Based on our real-world mileage figures, highway range of more than 550 miles is within reach.

Summary & Specifications
The Buick Terraza is quiet, orderly, generally understated, and very well equipped for the money. Even the base model comes with sought-after features like GM's OnStar system and rear-seat DVD entertainment. With optional all-wheel-drive, it offers the foul-weather security of an SUV, without many of the SUV drawbacks. Build quality is first rate, and the cost-feature ratio is appealing. Terraza is fairly easy to switch from passenger to cargo hauling, though it lacks the tumble-in seat storage made famous by Chrysler's minivans. The standard V6 is not abundantly powerful, so we recommend test driving the larger, upgrade engine. [source : automotive.com]

Aston Martin V8 Vantage Review

2006-11-05T04:40:00.000-08:00

To sports car lovers, the name Aston Martin conjures images of super-fast exotic machinery, unique British engineering, race victories at Le Mans and the personal transportation of one James Bond. That machine-gun equipped car in "Goldfinger," the one with the ejector seat? That would be 007's Aston Martin DB5.

Those who really know Aston Martins of years past have a broader picture. This one includes finicky carburetors, painful idiosyncrasies and distaste for rain.

The 2006 Aston Martin V8 Vantage promises a difference. While it's the least powerful car in Aston Martin's current lineup, it's also the least expensive car the company has sold in decades, and it will be built in far greater numbers than any before it. More important, it's designed to be driven everyday, if an owner is so inclined, with the ease of use and practical function (a relative term) that auto enthusiasts expect in off-the-rack sports cars like the Porsche Boxster or Nissan 350Z.

Don't get the wrong idea. With the price of admission starting well over $100,000, the V8 Vantage is anything but cheap. And it's gloriously fast (is 174 mph fast enough?). It accelerates with the enthusiasm of a cannon shot, turns with the agility of a figure skater and stops like an F14 Tomcat landing on the USS George Washington. In short, the 2006 V8 Vantage is as sexy as anything with four wheels has a right to be. It's the kind of machine every car enthusiast should be able to drive at least once in a lifetime.

Buying a car like the Aston Martin V8 Vantage is anything but a purely rational decision, so comparisons with other exotic sports cars like the Ferrari F430, Ford GT or even the Porsche 911 might be moot. Yet more than 400 miles at the wheel of a V8 Vantage, including some driving the typical sports car owner might consider abusive, suggest that this could indeed be an Aston Martin for everyday. The V8 Vantage is, however, more of a sports car than the DB9, which is more of a grand touring car built on a longer wheelbase. The V8 Vantage driver feels more connected to the road, the ride has a harder edge, and more noise comes into the cabin. That said, the V8 Vantage is not a minimalist sports car.

The 2006 V8 Vantage represents a new direction for Aston Martin, which is now a wholly owned subsidiary of the Ford Motor Co. Previous V8 Vantages in Aston Martin's 91-year history (in the late 1970s and the late 1990s) were the most powerful cars in the company's lineup. The new V8 Vantage is the least powerful and least expensive. The idea that a $110,000 car might be entry level is ridiculous, to be sure, but the V8 Vantage is priced about $60,000 less than the DB9, which is next up the Aston Martin pecking order. It will be built at the rate of 3000 per year. Aston Martin built more prototypes to test and develop this V8 Vantage than it did copies of the original over its entire production run.

Lineup
The two-seat, rear-drive 2006 Aston Martin V8 Vantage ($110,000) is available in one model, with one 380-horsepower engine and one transmission. The price generously includes destination charge and gas guzzler tax. Drivers who want an automatic should click on another report, because the V8 Vantage's transmission is a conventional six-speed manual with a foot-operated clutch.

Standard equipment includes a leather interior with Alcantara headliner and real aluminum trim, 10-way power adjustable seats, automatic climate control, AM/FM/6CD stereo, trip computer, halogen projector headlights, LED taillights, an alarm, and seven-spoke 18-inch aluminum alloy wheels.

Options include a satellite navigation system ($2,655), a truly gorgeous full leather duo-tone interior ($1,900), 19-inch alloy wheels ($1,595), a premium audio system ($1,595), high-intensity discharge headlights ($795), cruise control ($450), and heated seats ($450). Some two dozen more options allow a high degree of personalization. Start with platinum interior hardware ($475) and personalized door sill plaques ($295). Match the steely hazel of your true love's eyes with "out of range" exterior paint ($1,595).

There's no dearth of safety equipment, either. The V8 Vantage starts with an extruded aluminum frame that is one of the sturdiest in serial production. It has front and side-impact airbags, traction control, the latest-generation ABS and a sophisticated electronic stability system to help manage skids. However, it does not have the head protection airbags installed in the Porsche 911, which is its key competitor.

Walkaround
Styling is the most subjective of all automotive characteristics, but it's hard to imagine anyone will think the 2006 Aston Martin V8 Vantage is anything less than gorgeous. This low-slung sports car was designed by Henrick Fisker, best known for creating the limited-production BMW Z8 roadster.

The V8 Vantage looks classic and contemporary at once. The long hood, low roofline (just 49.4 inches at its tallest) and large, steeply sloped rear glass create a familiar profile, but the details are unique. Bulging rear fenders cover extra-wide rear wheels (the front wheels are 8.5 inches wide, the rear, 9.5 inches). This high-performance setup helps the V8 Vantage turn power into quicker acceleration and balances tire grip front and rear for high g-force turning. The standard 18-inch wheels are handsome, but the optional 19-inchers further enhance the V8 Vantage's dynamic look. All tires are Z-rated, the highest speed rating available for street use.

From its sneering, bull nose grille rearward, the V8 Vantage makes it absolutely clear as to what kind of car it is. The family resemblance to Aston Martin's current DB9 and Vanquish S is obvious, and AM aficionados will be able to trace this car's lineage back through the decades. The V8 Vantage has a more obvious handcrafted quality than some other high-performance sports cars, including the Porsche 911. It's apparent in the details: the complexity of the surface curves, the wire mesh screens behind the front wheel wells, or the way the hood stretches all the way to the top of the grille, without a filler piece in between. The body is a mix of steel, aluminum and resin composite. Each panel is cold bonded (glued) to the frame.

The V8 Vantage's classic front-mounted, longitudinally oriented engine was the only option for creating Aston Martin's familiar long-hood proportions and the center of inertia designers wanted, according to the engineers who worked on the car. Nonetheless, with all its cylinder bores behind the front axle, the V8 Vantage is by definition a mid-engine car. The gearbox (actually, a transaxle) is mounted in back, connected to the V8 by a carbon fiber drive shaft inside an aluminum torque tube. This creates near perfect weight distribution, with 51 percent of the mass over the rear wheels and 49 percent over the front.

The V8 Vantage is 172.5 inches long, or three inches shorter than a Porsche 911, a car more familiar to American consumers. Yet the Aston Martin's wheelbase is ten inches longer (102.4) and its track is three inches wider. The dimensions confirm what the eye suggests: The V8 Vantage's wheels are pushed further to the corners of the car, with minimal front and rear overhangs.

A rear hatchback allows easy access to storage behind the rear seats, and the boot area measures an impressive 10.6 cubic feet (compared to 4.76 cubic feet in the 911's front luggage compartment).

Some of the most interesting features lie under the V8 Vantage's body. Its frame is built aerospace style, with extruded aluminum box sections and precision castings at key points like suspension attachments. All the pieces are hot or cold bonded, with no conventional structural welds. Aston Martin's engineers claim that glue has better vibration-dampening properties than conventional welding. They also claim the V8 Vantage frame is more resistant to bending or flexing than anything in its class.

Interior
Forget for a moment the science of ergonomics or even objective analysis. The same handcrafted quality apparent outside the Aston Martin V8 Vantage applies inside, only more obviously. The cockpit impresses, not necessarily for its switch placement, but for the feeling it inspires. This car surrounds its driver and passenger with a sense of achievement, well-being, even wealth, and there's not a shred of trendy carbon fiber anywhere.

The upgrade full two-tone leather in our test car was marvelous. The headliner is alcantara; the balance of the soft panels, including the dash and doors, are thick, burnished, hand-stitched leather. The seat belt buckles are sheathed in leather, and the three climate control knobs are machined from solid aluminum. The decorative trim in this car, starting with details such as the polished aluminum ring around the shifter, no doubt costs more to produce than the full instrument panel in a typical compact car.

Not that the V8 Vantage is an ergonomic disaster. Indeed, in the scheme of the traditional British sports car, or even contemporary high-end sports cars, it's very good. The aluminum-backed gauges impress not only for their beauty, but for their legibility. The primary stereo controls could be a bit larger, but they are exactly where we like them, at the top of the center stack. Those expensive climate control knobs are big, and easy to find without distracting oneself from the task at hand. The same applies to switches underneath them controlling flashers, traction control and door locks. The biggest gripe falls on some too-small ancillary switches arrayed on either side of a gorgeous analog clock. In total, the dash is elegantly designed, exquisitely finished and straightforward in function.

The V8 Vantage's cockpit is intimate, certainly, but not cramped. There's enough room for the passenger to stretch legs and lower the seatback past 45 degrees. The seats are impressive: firm and supportive, with all the bolster needed anywhere but on a race track, and comfortable for the long haul. There's also a decent amount of space behind the seats, and it's easy for the driver to reach. A very large briefcase or good-sized shopping bags are no problem here. The V8 Vantage is about as practical as cars of this ilk get, and just sitting inside can make you feel like a millionaire.

Driving Impressions
The engine under the hood of the Aston Martin V8 Vantage is a gem: A high-revving 4.3-liter V8 with 305 pound-feet of acceleration-producing torque and the latest technology. This includes racecar style features such as dry-sump lubrication, which allows the engine to be installed much lower in the car for a lower center of gravity, and ensures proper oiling under very high g-loads.

There's a glass button resembling the face of a fine watch at the top of the center stack. In common parlance it's a start button, but it's also a one-touch ticket to a good time. Turn the ignition key and the start button glows red. Press the button for a second and the V8 burbles to life, idling in a low vroooom that sounds as sweet from the driver seat as it does standing outside the car. The low, rumbling sound beckons the driver to kick that gas pedal and send the tach needle up toward the redline.

Kick we did, burning through two 20.2-gallon tanks of gasoline on a trek through eastern England and Wales with no particular destination: On motorways, sometimes traveling twice the speed limit posted on American interstates, and following some amazing two lane roads amongst the sheep in rural Wales, free of traffic, narrower than some suburban driveways and glass smooth. When we were finished with the V8 Vantage, all we did was wish we could afford our own.

This Aston Martin exhilarates. As it is with one of our favorite sports cars, the Porsche 911, the V8 Vantage's engine is impressively tractable. Its 380 horsepower peaks at 7300 rpm, and while torque peaks at 5000 rpm, variable intake valve timing broadens the power curve nicely, so the torque flows freely almost from idle. This even power delivery allows a driver to be lazy with the shifting. Gear selection is almost inconsequential in a casual drive.

In a spirited drive, the Aston Martin V8 likes it best at the high end, where it delivers a more pronounced punch to the small of the back than the 911's horizontally opposed six-cylinder will. It's also smoother bouncing around near 8000 rpm. The V8 Vantage accelerates quickly, to be sure: This car will easily get to 60 mph in less than five seconds. Yet the acceleration is almost secondary to the pleasure of running the V8 to the rev limiter, gear after satisfying gear. And oh, the sound. It's intoxicating and addictive. We often found ourselves accelerating hard just to hear the sound and feel the thrust.

Aston Martin has also taken a page from Porsche with its traction- and skid- control electronics, which is to say that it has programmed them with room to drive. The V8 Vantage electronics have two modes: on or off, with no intermediate stage. But even with the stability control engaged, it allows enough latitude to work the tires and suspension. The electronics allow enthusiast drivers to snap the tail and turn the car a bit with a deliberate shot of power before the engine throttles back, or to slide the front tires a little before the inside wheel gets an application of brake.

The V8 Vantage is supposed to be an Aston Martin that can be driven everyday, from Beverly Hills to New York or anywhere in between. To that end it should be comfortable, easy to drive at less than breakneck pace and neither intimidating nor finicky.

It is, and it isn't. Visibility from the driver's seat is good. The A-pillars are constructed so the driver looks through the narrowest section. The rear glass is expansive, with no obstruction. The blind spots lie over the shoulders through the rear roof pillars, and they're an issue more when turning left or right, as from a parking lot onto the roadway. When changing lanes, large side mirrors compensate well.

In some situations the V8 Vantage was a bit more intimidating than a Nissan 350Z or even a 911, but the intimidation might have been a lack of familiarity, or a function of hustling a left-drive version around right-drive Britain. Yet even with the seat back nearly straight up, none of the Vantage's long hood is visible from the wheel. On narrow Welsh roads it felt very wide, and that's a double edge sword. This Aston Martin never feels less than planted, but at least through a significant learning period, placing the front tires demands some degree of faith.

The V8 Vantage suspension applies a classic racecar design: aluminum double wishbones and coil-over-shocks front and rear. Yet the key to its fine handling is near perfect weight balance, front to rear. That allows engineers to achieve the desired handling characteristics without wickedly hard springs.

As a result, the V8 Vantage shares at least one more 911 trait, in that its ride is hardly stiff. It's firm, but in our estimation, quite comfortable. Its steering is also exceptionally communicative. The V8 Vantage may actually turn into a corner more crisply than a 911, and its steering feels more linear, in that the angle of the front wheels remains more consistent to the amount of steering wheel input lock-to-lock. It is a more neutral car than a 911, which means that it is less inclined to understeer (or to push) turning into a corner and less prone to loose grip in the back when powering out.

Even at triple-digit speeds, interior noise won't disturb V8 Vantage occupants. That said, a Mercedes S-Class or BMW 7 Series this isn't, and not because the Aston Martin is rough. It's just a bit more taxing to drive for long distances, perhaps more demanding, which is presumably what a sports car buyer wants, and why sports car buyers don't buy an S-Class or a 7 series.

Give Aston Martin credit for backing its claim that the V8 Vantage is an everyday sports car with the chance to prove it. Manufacturers tend to introduce cars to the press (particularly high performance sports cars) in as controlled a fashion as they can manage. That can mean a limited number of laps on a race track, a prescribed road route or even convoys. Aston Martin had enough faith in its handiwork to hand over the keys on the promise of returning the V8 in a few days.

Those few days included some side excursions most self-respecting sports car owners would never think of subjecting their cars to: namely, treks down (and back up) dirt trails, across rocky sheep pasture and between rock formations in search of unusual photo locations. These were marked by long periods of idling, repeated starts and stops, reverse, forward, reverse, forward, inches at a time, positioning between boulders. The temperature gauge never moved past center, idle speed never wavered and the clutch never overheated. We'd like ours in silver, please.

Summary & Specifications
The 2006 V8 Vantage is a spectacular performer, but it's also well balanced in broad terms, and a driver's appreciation for its balance is likely to increase as the miles accumulate. The V8 Vantage separates itself from the Aston Martins of yore, and largely backs up the company's marketing pitch, because it could very well serve as daily transportation. It's easy to get in and out of, easy to see out of and easy to drive around town. It has more room to carry stuff than most sports cars, and it's not finicky.[source : automotive.com]

Volkswagen Eos Review

2006-11-02T15:42:00.000-08:00

Buyers are often put off purchasing convertibles because of their inherent disadvantages. Among them: noise, cowl shake, potential water leakage and increased risk of theft by break-in. Manufacturers of expensive luxury roadsters have overcome these problems with high-tech folding metal roofs. Now, manufacturers are beginning to develop more affordable systems for the rest of us.

The newest and example of an affordable hardtop convertible is the all-new 2007 Volkswagen Eos. The Eos is the first European hardtop convertible priced under $30,000.

The Eos, named after the mythical Greek goddess of dawn, delivers the top-down thrill of driving on a sunny day and, at the flick of a button, the warm, quiet comfort one desires on a cold or wet day. When driving with the top up, the Eos feels tight and quiet, like a coupe. With the top down, it feels more like a convertible but tighter, with less cowl shake on rough roads, than in older convertibles. The glass top gives the Eos a unique appearance, and it's entertaining to watch when raised or lowered, a feat that can be performed by remote control.

In spite of its diminutive dimensions, the Eos seats four, and getting into the back seat is relatively easy. The interior is trimmed nicely, an area where Volkswagen excels. Our preference was for the cloth upholstery in the base model, but leather upholstery comes with the Luxury and Sport packages along with nice looking wood or aluminum trim.

We were more than happy with the $27,990 base model, equipped with a 2.0-liter turbocharged four-cylinder engine coupled to a six-speed manual transmission, and loaded with safety features, air conditioning and a decent stereo. The turbocharged engine delivers brisk acceleration performance and is a smooth companion around town.

Drivers who prefer an automatic transmission, especially those who must commute in heavy traffic, might prefer the V6 engine, although those decisions can add $10,000 to the bottom line.

Either way, the Eos represents a good compromise between a sports car and a sedan. It's sporty and practical and offers top-down motoring.

Lineup
The Volkswagen Eos starts with the base model equipped with a 2.0-liter turbocharged engine and six-speed manual transmission ($27,990). Options are not available, but it comes loaded with safety features, air conditioning, an AM/FM/CD stereo system, and remote key locking.

The 2.0T ($29,990) adds a 12-way power driver seat, upgraded semi-automatic climate control that's modified to suit a convertible, and a few other minor upgrades. It has the same engine and transmission as the base model. It's also available with the six-speed DSG automatic transmission ($31,065).

Options for the 2.0T include 17-inch Le Mans alloy wheels with 235/45R17 all-season tires ($400) and an upgraded audio system with a six-disc in-dash CD changer and Sirius Satellite Radio ($550). The Luxury Package ($3,490), which is only available with the automatic, includes leather seats, a 12-way power passenger seat, leather-wrapped multi-function steering wheel, wood interior trim, the 6CD changer, Sirius Satellite Radio, a diversity AM/FM antenna, and rain-sensing wipers.

The Sport Package ($3,690) features Avignon 17-inch wheels, sportier styled leather seats with a leather-wrapped three-spoke multi-function steering wheel (with Tiptronic controls for the DSG automatic), brushed aluminum interior trim, rain-sensing wipers, 6CD with MP3 playback capability, Sirius Satellite Radio, the diversity antenna, switchable auto-dimming interior mirror, 12-way power passenger seat with adjustable lumbar support and a sport suspension that lowers the ride height by 15mm. Buyers of the Sport Package can swap the 17-inch alloys for a set of 18-inch Samarkand alloy wheels with 235/40/R18 tires ($400).

The 3.2L V6 Eos is only offered with the DSG automatic transmission and as it includes most of the features of the luxury and sport upgrades listed above, the only package offered is an alternative Sport Package ($650) with leather sport seats, leather-wrapped three-spoke multi-function steering wheel with Tiptronic controls, brushed aluminum trim, sports suspension and 18-inch Samarkand alloy wheels with 235/40/R18 all-season tires.

Those who purchase the packages for the 2.0T or buy the 3.2 V6 can also choose to further upgrade the audio system with the Dynaudio premium sound system ($1,000), a DVD navigation system ($1,800) and a Park Distance Control system ($350). A Technology Package ($1,400) is offered on the 3.2L model, which includes the Park Distance Control system and bi-xenon headlights with AFS.

Walkaround
Generally speaking the problem with a convertible is that, with the soft top up, it never looks as good as a coupe version of the same car. Even classic greats such as the E-type Jaguar looked much sexier as a coupe. Of course, once the top is down all is forgiven, as convertibles then look the way they should.

When the top is up on the Volkswagen Eos it doesn't look anything like a soft-top convertible. Admittedly it's not eye-popping attractive or truly sexy looking, but it's acceptable. In many ways the Eos is a cross between a Jetta or even a Passat and a GTI. That's appropriate as it's built off a combination of the three cars. Indeed, the Eos is about eight inches longer than a GTI and about six inches shorter than a Jetta in overall length.

The front has the unmistakable new VW family look with its in-your-face grille surrounded by plenty of chrome. The sleek covered multifaceted headlights blend into the fender and hood while the edge of the hood continues as a flowing unbroken line back to the rear of the car. The windshield has a low sloping rake to it and in keeping with the coupe look there are no B-pillars. Even the C-pillar is not too large. It's certainly way smaller than it would be if it were a traditional soft-top convertible.

The glass roof gives the Eos a unique look even with the top up. It provides one of the largest openings for a sunroof available in any car as it covers the full width of the roof even if it does not slide back as far as most sunroofs.

The trunk has a large flat top to it, which is necessary as it has to rise up to engorge the whole roof and its mechanism when the top folds down.

Watching the roof fold away is enthralling. In just 25 seconds the top of the roof rises up, the trunk lid opens and the rear window folds up. Then the pieces neatly arrange themselves on top of each other and park themselves in the trunk before the lid closes, hiding everything away from prying eyes and giving the Eos a clean flowing look. It's all done by computer-controlled hydraulics.

An optional remote lets the owner raise or lower the roof while standing away from the car. Another option that could prove invaluable is the Park Distance Control sensor that warns if an object is in the way of the roof or trunk when the mechanism starts to open the trunk because it rotates back some distance and the roof rises a foot or more above the car's closed roofline.

Interior
Given the compact look of the Eos, one could be forgiven for expecting it to have a cramped interior. This is far from the truth. Front seat passengers will find it as roomy as in the Jetta with adequate headroom and plenty of hip room.

Obviously with the top down headroom is unlimited, but even with it up the rear seat passengers will find it acceptable unless they are approaching six feet tall. Getting into the back seat is made much easier as the front seatbacks fold down and the seat moves up off the seat runner to provide easier access. Legroom in the back is tight unless the front occupants move their seats forward.

Because part of the folding roof structure has to reside within the side panels when lowered, there is less usable width available for the rear seats, so it's not possible to seat three people in the back seat. The rear seatback is also more vertical than in the Jetta or GTI, as a result of creating maximum space for storage of the folded roof, making it less comfortable. There's a lockable door in the center of the rear seats for holding long items placed through from the trunk.

Even with the roof in place the rear seats are a trifle claustrophobic, although not that much worse than in most small coupes. It's not a car for taking rear seat passengers any great distance, but for cruising around town or at the beach with the top down it's a charm.

Passenger safety is enhanced by an active protection system whereby a roll bar in the rear pops up within a quarter of a second when sensors sense a serious accident is about to occur. Coupled with an extremely stiff front windshield frame this helps protect passengers in a roll over.

The dashboard in the Eos is similar to that found in the Jetta and GTI. It's the same layout with some changes to the trim. That's a good thing because the interior of the Jetta is regarded as being one of the nicest in this price range. The reshaped air vents are trimmed out with thin surrounds in brushed aluminum that sets them off nicely.

Models with the Luxury Package are trimmed with a strip of wood trim stretching across the lower edge of the dashboard; another piece covers the area ahead of the gearshift in the center console. The Sport Package features nicely finished brushed aluminum trim in place of the wood.

Leather comes with both of the packages. Personally, we found the smart-looking cloth seats in the base models more pleasing.

We found the navigation system worked well when we drove the Eos in South Africa. Unfortunately it's not as easy to view as it should be when the roof is open, as the screen is not shielded from the light.

The speedometer and tachometer are located in two nice big round gauges in a compact instrument pod. Although they are easy to read neither is in the center of the instrument panel, which some drivers find disconcerting. Instead there is a LCD in the center providing readouts and warnings. On some models a digital speed reading can be displayed here. The analog coolant temperature and fuel gauges are also located between the speedometer and tachometer.

The trunk is a decent size with the top up, offering 13.4 cubic feet of storage space, which is on par with a small sedan. It has a retractable cover that has to be latched in place before the top can be lowered. With this in place the storage space shrinks by almost half to about 7 cubic feet, similar to that of a two-seat sports car. Considering it has an all-metal roof with a built in sunroof and glass rear window that's not too bad of a compromise. So when you go on long trips you'll probably have the top up.

Driving Impressions
We spent all of our time driving a European-spec Eos with a six-speed manual transmission so we did not get to try the model with the V6 engine or DSG automatic transmission.

As in other VW models, the combination of the 2.0-liter turbocharged engine and the slick six-speed manual transmission is a delight to drive. The engine produces plenty of torque, making it a good car for gentle cruising or more aggressive driving.

In the past, we haven't cared too much for the 2.0-liter turbocharged four-cylinder paired up with an automatic transmission. Until we test this combination we can't be sure, but we're inclined to recommend getting the V6 if you want the automatic. Volkswagen's V6 with automatic has been a delightful combination on other models and we expect that will be the case with the Eos.

All Eos models include an electronic stabilization program (ESP), which we found to be completely unobtrusive, perhaps because we never drove the car past its limit of adhesion. We had the chance to drive a short distance on a dirt road at a slow speed and there was no drama from the car nor any squeaks or rattles.

Because of the added weight and a less rigid body the car does not handle as well as the GTI. Hardly any surprise, but again it's not really an issue as the GTI is so good it is almost in class by itself, making it an unfair comparison.

The electro-mechanical steering is fine; in fact we felt it delivered a slightly better feel than in the GTI. Brakes are also more than adequate. The majority of owners will find the Eos is acceptable for all driving except at high speed on winding roads.

With the top up there is virtually no indication that you're in anything other than a coupe. There is little wind noise and the body feels tight. With the top down there is some cowl shake on rough roads. It's far less than in older convertibles, which indicates VW has done an excellent job of creating a stiff new frame under the svelte body.

The Eos includes a couple of extras to help reduce wind buffeting with the top down. These include a deflector that can be raised up along the top edge of the windshield that is mostly to prevent buffeting with the sunroof open. The other is a wire mesh contraption that goes over the rear seats when there are no passengers to lessen air turbulence behind the front seats. We found it helped but wonder whether most people will bother to install it unless they intend to drive some distance with the top down.

We did not have the chance to try an Eos with the Sports Package. In some ways it almost seems unnecessary for this car as it handles just fine in standard trim. If you want a really good handling car the GTI is a much better deal and we doubt the Eos could never match it due to the inherently less rigid body structure and added weight.

Summary & Specifications
If the Beetle Convertible has become passe for fans of VW's iconic car, the new Volkswagen Eos is an all-new, up-to-the-minute alternative. It's truly a car for all seasons. When the metal roof is up the Eos is sealed and you'd never know it was not a normal two-door, four-passenger coupe. On warm days it takes less than half a minute to transform the Eos into a four-seat convertible. For in-between days there's the option of a sunroof with a very wide opening. Compared to the price of other metal-hardtop four-seat convertibles, the Eos is truly one for the masses, priced about ten grand less than the Volvo C70. [source : automotive.com]

Toyota Yaris Review

2006-10-18T16:15:00.000-07:00

Toyota's rise in becoming the world's second largest automaker has been marked by the excellence of its luxury Lexus line and hybrid engine program, but this new, second-generation Yaris is a solid reminder that Toyota earned its way into this elevated position by building good, basic transportation.

The Yaris, however, is better than just good. This replacement for the unloved Toyota Echo boasts the good looks, suave road manners, perky performance and well-tailored interior that establish new benchmarks in the entry-level game. And this will cause the increasing competition in that market many sleepless nights figuring out how to offset Toyota's deep well of talent, materials and technology.

The Yaris combines the economies of an inexpensive sticker, outstanding fuel mileage and the solid integrity that underlies every Toyota vehicle. Sure, certain aspects of the car, such as noise isolation and driving position, are far from ideal, but the Yaris owner will never feel as though he or she had to settle for second best, even if they didn't have to pay much to get the best.

The first generation of Toyota Yaris has been sold in Europe since 1999 and became Toyota's best seller there, and it also won many honors, including the 2000 Car of the Year. However, the Yaris that's coming to America is built off an all-new platform, and whereas the first Yaris was offered only as a three-door liftback, America's traditional indifference to the body style means we will also get a four-door sedan in the line-up.

Lineup
The Yaris is available both as a three-door hatchback ($10,950) and four-door sedan ($11,825). Just one level of liftback is being offered, but the sedan can also be ordered as a sportier S model ($13,325).

All Yaris models are powered through the front wheels by a small but sophisticated 1.5-liter engine with an output of 106 horsepower. A five-speed manual transmission is standard while a four-speed automatic is optional.

Despite being the least expensive Toyota-badged car sold in America, the Yaris boasts generous standard equipment and interiors that appear to be tailored for more expensive models. Because the liftback and sedan were designed separately, there are minor differences in such areas as interior trim and materials and dashboard layout, but each is similarly equipped with such standard items as air conditioning, power steering, a tilt steering wheel, intermittent wipers, rear center headrest, driver and passenger vanity mirrors, front and rear cupholders, digital clock, UV glass and a map light. Differences are few: The liftback's front seats are adjustable four ways, while the sedan's chairs are adjustable six ways, the radio antenna is roof-mounted on the liftback and is placed in the rear window glass of the sedan, and the liftback's rear seat folds down while the sedan's rear seat is fixed.

The standard running gear consists of P175/65R14 radials on 14-inch steel wheels, and the brakes are front ventilated discs and rear drums. The suspension is independent in front and torsion beam in the rear.

The Yaris sedan S package adds an AM/FM/CD player with MP3 capability and MP3 input jack, a 60/40 split fold-down rear seat, rear defroster, P185/60R15-inch radials on 15-inch steel wheels, and revisions to the exterior styling via a front under-bumper spoiler, rear under-bumper spoiler, side rocker panels and unique badge.

Optional packages include a Convenience Package for the sedan that adds the AM/FM/CD stereo with MP3 capability and input jack, 15-inch wheels and tires, rear defroster and 60/40 split/fold-down rear seats. The liftback's Convenience package is similar but does not include the split rear seats and adds a rear wiper.

The Power Package for the liftback contains anti-lock brakes, power locks/windows/mirrors, 60/40 slide/recline/fold multi-function rear seat. Options which can be ordered along with this package include anti-lock brakes, 15-inch alloy wheels, a rear spoiler, fog lamps and remote keyless entry. The sedan's Power Package includes anti-lock brakes, power locks/windows/mirrors, cruise control, unique interior trim and a tachometer (this also requires the Convenience Package). Additional options include 15-inch alloy wheels, a rear spoiler, fog lamps, remote keyless entry and an engine immobilizer.

Safety features include dual-stage driver and front passenger airbags, front seatbelt pretensioners, plus three-point seatbelts and head restaints for all five seating positions. Also available are front seat-mounted side-impact airbags for torso protection and side curtain airbags for head protection for front and rear passengers. We highly recommend these extra safety features, especially in such a small and lightweight car. Always wear seat belts as they are your first line of defense in a crash. Anti-lock brakes are optional for both models; ABS helps the driver maintain steering control in a panic stop.

Walkaround
The Toyota Yaris has an appealing look to it. We never warmed to Toyota's previous subcompact, the Echo, which tried too hard to look different and ended up looking just goofy.

Though they share platforms and powertrains, the Yaris liftback and sedan were developed under different chief engineers and design teams, providing the entry-level buyer with two distinctive choices in a small, economical subcompact. Toyota is one of the few automakers that can afford such luxury of manpower, and it was put to good use in the Yaris project.

The liftback was designed around the theme of "powerful simplicity," but our first impression was that it's cute as the proverbial bug. With its wedgy profile, large front halogen headlamp clusters, creased hood lines and "T-grille," it has all the character that its predecessor, the unloved Echo, never possessed. Virtually every exterior element is body-colored, but the Yaris avoids looking like a featureless blob due to strategic placement of black trim around the base of the A-pillar, on the B-pillar, on the two strips that run the length of the roof, the front grilles and foglamp surrounds at the base of the windshield.

The rear hatch opens down to the bumper line and raises just high enough to allow a six-foot-tall person to stand under it. Like everything else about the Yaris, the hatch's function feels just right. Opening of the hatch is well damped by two struts, and closing it takes no more than a gentle downward push.

The Yaris sedan's theme is "Simple is Cool," which is based on the Japanese art of flower arranging, where unnecessary decoration is shunned in place of a single, simple design. Its long, stretched cabin, arched beltline and short overhangs give it sporty proportions, and the multi-reflector halogen headlamps lend it a premium look. Longer and wider and riding on a much longer wheelbase than the Echo sedan it replaces, the Yaris sedan has proportions that work together to create a sportier car.

Despite their distinctive styling, both the sedan and liftback share a 0.29 coefficient of drag, excellent numbers that help quiet the ride and increase fuel economy at cruising speeds.

Interior
The Yaris is a marvel of space efficiency with clever cockpit packaging. Its relatively long wheelbase (the longest in class) makes the Yaris cockpit feel quite spacious, especially in the liftback with its tall, extended roofline. Legroom isn't quite as generous as headroom, though six-footers can occupy every seat except the center rear without complaint.

The front seats have supportive, deeply dished backs, but the cushions are flat and short, which means the long-legged will not enjoy optimum comfort and lower-body support. However, the fabric upholstery is classy looking, durable and provides good grip in the corners. Our test car's black upholstery studded with blue dots was especially handsome. Though the seating position is nicely upright and allows excellent forward sightlines, it also feels awkward relative to the steering wheel. The wheel adjusts for rake but not for reach, so it's necessary to pull the seat fairly far forward to assume the proper 10 and 2 o'clock hand placement, and this results in a position that's more like sitting in a chair at the dining table, legs bent at 90 degrees, than in, say, a sports car. The sedan's front seats also feature a height adjustment feature, which helps the driver find a more comfortable position.

Access to the liftback's back seats is provided by a walk-in lever in the shoulder area of the passenger seat. There is no such lever on the driver's side. The rear seats in the sedan and liftback are adequate to the task of hauling passengers over short distances, but the liftback offers the advantage of a recline feature that increases the seatback angle from 10 degrees to 28 degrees. A 60/40 split seat with 5.9 inches of fore and aft adjustability is also available, greatly increasing the liftback's comfort and practicality. A pair of levers on the shoulder of the seatback make the operation a snap. The sedan's rear seating can also be ordered in a 60/40 split configuration, but there is no recline feature.

Luggage space in the liftback with the seats upright is 12.8 cubic feet; the sedan's cargo volume is 12.9 cubic feet. It doesn't sound like much, but the wide rear openings, which extend down to bumper level, make the task of loading and unloading much easier.

Just as the two Yaris models differ in exterior styling, the instrument panels for the liftback and sedan are distinctive, but each features a center-mounted gauge cluster and an overall simplicity of design. The sedan's IP looks a bit more upscale with its dual-toned trim and Optitron illuminated gauge cluster, which includes a standard tachometer for 5-speed manual models along with a 120-mph speedometer, fuel gauge, odometer/trip meter and various warning graphics. Tachs are not available in liftbacks, but they do have three gloveboxes to the sedan's one. Outboard cupholders are standard on both models.

The center console differs in style between the two models, but the stereo and air conditioning functions are, in typical Toyota fashion, equally easy to view and use. Turn signals and lights are operated by the leftside steering column-mounted stalk; the right stalk is for the front wipers (plus a rear wiper in the liftback). Storage bins abound, on either side of the center stack and along the doors. For those cars equipped with the MP3 stereo, the center console includes an auxiliary input.

Overall, the Yaris controls are all very intuitive, the interior is comfy and the trim and upholstery appear classy. There would be no shame in taking the boss out to lunch or your mother-in-law to the opera in a Yaris.

Driving Impressions
It would be hard to come up with better inter-urban transportation than the new Toyota Yaris, price considered or not. Forget the "entry-level" label. The Yaris feels and performs much better than its MSRP would suggest. The economical 1.5-liter engine has more than enough power to keep up with the pack, the supple ride smoothes out most bumps and dips, the handling is almost sporty when the road opens up, the steering feels classes above entry level, and the brakes haul the 2,300-pound car to a halt with confidence. Pedal feel is direct, and even though the rear brakes are drums and not discs, stopping power is more than sufficient. Pedal feel is especially good (something we can't say about some of the upscale electronic braking systems on the market).

Still, you know this isn't a Lexus, or even a Camry, from the clearly heard engine and some road noise. These are constant reminders of the car's small size and light weight, but there's little else about its road manners to complain about. The reason for that is its extremely rigid structure. Various braces and crossmembers were designed to offset vibration and several types of undercoatings and damping materials were applied to reduce noise, and the results are impressive. Rough road, railroad tracks and potholes are certainly felt but are pleasantly muted by the car's solid integrity.

The Yaris has no problem keeping up with traffic and is especially usable for in-town duty. The engine revs freely and smoothly and will tolerate near-redline rpm without squawking. On the highway, fifth gear is definitely just for cruising, but a quick downshift to fourth delivers comfortable passing power. The 1.5-liter four-cylinder engine features variable valve timing, direct ignition and an electronic throttle. It's the same engine used in the Scion xA and xB.

The standard five-speed manual is a joy to work, both around town and in the wide-open spaces. The shifts are creamy smooth and the gear ratios are well spaced, especially for the cut and thrust of city life. First gear delivers good throttle response, while second and third are flexible enough that it's easy to keep the engine's power flowing smoothly without having to constantly row the shift lever. Fourth gear is good for passing at highway speeds, while fifth allows comfortable cruising up to about 80 mph.

There's plenty to like, too, about the four-speed automatic, which features the first gated shifter in class. Some acceleration power is compromised, but the smooth upshifts and crisp downshifts make it a commuter's best friend. And, like every other control element of the Yaris, the shift lever is well placed and a cinch to operate.

The standard 14-inch wheel and tire package prefers city work to excursions through the canyons. The optional 15-inch running gear sharpens up the handling and steering and makes the car an agreeable companion through the corners. There's still some body roll when the corners get tight, but it comes and goes with no surprises or awkward weight transitions. The front independent suspension is newly developed and is 47 percent stiffer than the Echo. The torsion beam rear suspension features anti-lift geometry for more stable braking and a toe correction function for enhanced straight line stability.

The new electric power steering rack only adds to the confidence-inspiring road manners. Not only does it help fuel mileage by eliminating a power-sapping hydraulic pump, it can be tuned for a specific feel, and Toyota's engineers did a marvelous job making this one feel just right, with crisp response to driver input and plenty of on-center feel.

An economy car must, of course, deliver good fuel mileage. The EPA estimates the Yaris should deliver 34 mpg in the city and 40 mpg on the highway. How much a Yaris actually achieves is entirely up to the driver, as a heavy right foot will make the EPA's estimates seem like gross exaggerations, but because of its flexible powertrain and economy-directed gear ratios, achieving the government figures is not out of the question.

Summary & Specifications
The new Toyota Yaris proves that inexpensive should not be confused with cheap. From their well sculptured exterior lines to the tailored, upscale look of their interiors, little about the Yaris hatchback and sedan suggests the cutting of corners. This is a great time to be shopping for a subcompact, with the brand-new Toyota Yaris, Nissan Versa and Honda Fit hitting the streets, facing strong competition from the Kia Rio and Hyundai Accent. The bottom of the market is now crowded with upwardly mobile competition. [source : automotive.com]

Subaru Legacy Review

2006-09-17T15:47:00.000-07:00

The Subaru Legacy was completely redesigned and launched as an all-new model for 2005, bigger, roomier, and more comfortable than the previous-generation models, and sporting sleek new styling. For 2006, the Legacy 2.5i gets more power for its four-cylinder engine, now rated at 175 horsepower.

Legacy wagons are at the top of our list of vehicles for drivers who want the all-weather capability and safety of Subaru's excellent all-wheel-drive system in a practical, well-engineered package. Beginning with the 2005 models, the Legacy features a rigid new chassis, better weight distribution and a wider track.

Legacy wagons are eminently practical and two-thirds of all Legacy buyers choose them. However, a Legacy sedan is available for drivers who want Subaru confidence and safety in a four-door model.

Across the line-up, all Legacy models offer an excellent balance between ride comfort and handling response. Around town and on the highway the Legacy offers a nice, smooth ride and handles bumpy sections particularly well, and on wet or slippery roads, all-wheel drive, standard on every Subaru, increases driving confidence.

Subaru has long been a cult favorite among drivers who face inclement conditions or want to get off the paved roads for sports activities and want a tough, reliable vehicle that gets decent fuel economy. The Legacy is a superb vehicle for snow, gravel roads and dirt roads.

Subaru now wants to be viewed as a premium brand, not a luxury brand like Lexus or Mercedes, but premium in the level of technology it offers. Subaru certainly lives up to that. Its all-wheel-drive systems are among the best in the world, honed through its success in the World Rally Championship, and Subaru designs its awd systems specifically for each model and driveline offered, ensuring optimum performance. Subaru's premium technology goes well beyond all-wheel drive, however. The engines and suspensions are highly engineered, resulting in a car that offers excellent handling on paved and unpaved roads along with a smooth, comfortable, though not cushy, ride quality.

All Legacy models come with a full array of safety features, including dual-stage frontal airbags, front seat-mounted side-impact airbags, and full-coverage side curtain airbags. The front seats have active head restraints. Antilock brakes (ABS) with electronic brake-force distribution (EBD) are standard across the line. And all-wheel drive is certainly a safety feature. All this stuff is standard. Many other vehicles with lower base prices, sell these features as extra-cost options.

Lineup
The Subaru Legacy comes in sedan and wagon body styles. All models come with variations of Symmetrical All-Wheel Drive, the latest evolution of Subaru's slick, full-time four-wheel-drive system. Two four-cylinder engines are available (but no six-cylinder).

The 2.5i (base, Special Edition, and Limited) models come with a 175-horsepower 2.5-liter four-cylinder engine and a choice of five-speed manual or four-speed automatic.

The 2.5 GT Limited models get a turbocharged and intercooled 250-horsepower version of the same engine. The GT models come with a choice of five-speed manual or five-speed automatic.

The Legacy 2.5i sedan ($21,695) and 2.5i wagon ($22,695) come well equipped: air conditioning; tilt steering wheel; cruise control; six-speaker AM/FM/CD stereo; trip computer; power windows, locks and mirrors; and carpeted floor mats. Upholstery is a tweed-look fabric. The wagon has a 60/40 split, fold-down rear seatback; cargo light; carpeted cargo area; and retractable cargo cover. Wheels are 17-inch alloys with R-rated all-season tires, and the foldable mirrors and side ground effects are painted to match the body. The wagon gets a rear spoiler and roof rails. The five-speed manual transmission is standard; the four-speed automatic is optional ($1,000).

New for 2006 are the 2.5i Special Edition Sedan ($21,995) and 2.5i Special Edition Wagon ($23,195), upgraded with a moonroof (a dual-pane design on the wagon, with a tilt-up front panel and a retracting rear section) and an eight-way power adjustable driver's seat.

The 2.5i Limited sedan ($25,295) features leather trim (on the seats, steering wheel, handbrake grip and shifter knob); dual-zone automatic air conditioning; a power driver's seat; an in-dash, six-disc CD changer; upgraded front disc brakes; a cold-weather package; power moonroof; and halogen foglamps. The 2006 Legacy Limited sedan comes with a four-speed automatic with the Sportshift feature. (A wagon version of the 2.5i Limited is not available.)

The 2.5 GT Limited sedan ($29,995) and wagon ($31,195) are upgraded with perforated leather upholstery; a power driver's seat; a four-way power passenger's seat; sporty front seats; a Momo three-spoke steering wheel (with integrated, Sportshift buttons when the automatic is ordered); turn signals integrated into the outside mirrors; dressed-up door sills; Z-rated all-season tires; larger brake discs, with vented rear rotors; and a moonroof. The five-speed manual is standard. The five-speed automatic is optional ($1200). The 2.5 GT Limited sedan is also available packaged with a navigation system and automatic transmission ($31,995).

The 2.5 GT spec B sedan ($33,995) is a limited-edition 2006 model that features an exclusive Bilstein Sport Suspension, 18-inch alloy wheels, 215/45R18 summer tires, aerodynamic side moldings, the navigation system, a premium audio system with MP3, aluminum alloy pedals, and a three-spoke Momo steering wheel with integrated audio controls. The spec B is distinguished by its Titanium Silver Metallic paint and Brick Red leather-trimmed seating.

Port-installed accessories include a rear spoiler for the sedan ($380); moonroof air deflector ($73); rear cargo tray ($75); and various configurations of rear cargo nets for the wagon; an air filtration system ($85); subwoofer/amplifier ($273); all-weather floor mats ($55); short-throw shifter for the manual transmission ($339); Momo shift knob; and a metal pedal set.

Walkaround
Today's Subaru Legacy looks sleek and contemporary, thanks to a complete redesign that was introduced on 2005 models.

The Legacy's wheelbase and overall length, increased by two inches for 2005, allow more of a wedge shape, led by a lower, more sloping hood. The horizontally opposed, or boxer, engine is mounted low, allowing for a low hood and low center of gravity. Body-colored door handles hinge upward and are tightly styled into the door panels.

The hood scoop on Legacy GT models is understated, but obviously functional, feeding air to the turbocharger. Chrome dual exhaust tips on the GT models poke out beneath arched cutouts at each corner, emphasizing the Legacy's sporty aspirations.

Interior
The Legacy's interior looks fresh and contemporary, and it is, having been completely redesigned for 2005. The materials are nice. A broad, unbroken expanse of softly textured vinyl covers the dash, while a rich, matte metallic finish surrounds the center stack. Door panels are accented by the same matte metallic trim surrounding longitudinal insets housing door pulls and window buttons below bright metal-finished door handles.

The seats in the 2.5i models are designed to be comfortable on commutes and long-distance drives. The seats in the GT Limited models offer bigger bolsters on the sides and seat bottoms to better hold the driver in hard cornering. Head and hip room is ample. Adjusting the front seats for six-foot drivers restricts rear legroom, however.

The rear seats are adequate. It's a low seating position without a lot of leg room and the seat bottoms are relatively flat. The center head restraint on the rear seat is fixed in the sedan and adjustable in the wagon.

Controls are ergonomically located and generally easy to operate. The stereo controls are properly positioned above the climate controls. Our only complaint is with the stereo's tuning function: Instead of a tuning knob, it's a rocker switch located below the volume knob that requires scrolling through frequencies to locate a station. Where the tuning knob would normally be is a round, PDA-type rocker button dedicated to selecting the sound source.

Pedals are well-placed, if not especially conducive to heel-and-toe downshifts. (If you don't know what that means, then you'll find the pedals to be just fine.) The steering wheel rim is thick and contoured for comfortable and confident grip at the recommended 9-and-3 positions. The shift lever is conveniently placed, and shifting can be accomplished without reaching.

The sloping hood makes for good forward visibility. Good-sized rear quarter windows minimize blind spots from the C-pillars. Thin sails leave room for an expansive backlight (rear windshield) that fills the rearview mirror.

The bottom portions of the door panels hold fixed map pockets rather than the expanding pockets coming into vogue. Front and rear seats get two cup holders. Nets for magazines are attached to the front seatbacks. The center console isn't commodious, but it has an auxiliary power outlet for cell phones, leaving the lighter outlet in the base of the C-stack available for other accessories, such as a radar detector.

The sedan's trunk is fully finished, with its gooseneck hinges enclosed to prevent inadvertently smashed groceries.

The station wagon cargo area offers two covered storage bins.

Driving Impressions
The Subaru Legacy is an enjoyable car to drive. Agile and responsive, the Legacy easily holds its own on winding roads. Throw in some rain and it's unbeatable, at least by anything in its class.

Handling is significantly over pre-2005 Legacy models. Weight was reduced 200 pounds, mostly at the front and rear, through extensive use of aluminum in the hood, and high strength, hydroformed steel in the bumper beams and suspension components. Less weight is better and concentrating the weight at the center is better yet. Dropping the more compact engine about an inch in the chassis and redesigning the rear suspension lowered the center of gravity. All of this, together with the wider track, make for an agile, lively car on a winding road.

The 2.5i models benefit from an eight-horse increase in power for 2006. This makes them quicker than before. The manual transmission makes the best use of the engine's 175 horsepower. It's not the most precise gearbox in this class, and downshifting with confidence takes some practice. The GT Limited gets a four-speed automatic with a semi-manual feature called Sportshift. The Sportshift gate is toward the driver; push the shifter forward for upshifts, pull back for downshifts.

With 250 horsepower, the GT Limited models are fun to accelerate out of corners. Turbo lag is minimal, and once it spools up, the engine develops strong torque as it climbs rapidly and smoothly to redline, taking the car to an indicated 140 mph. Driving one on a mountain road brought out the rally driver in us, with the smooth cornering and low-end torque challenging us to accelerate hard out of the corners and on to the straightaways, then brake hard before the turn-in point as we set up for the next apex. The five-speed manual has been reinforced to handle the extra horsepower. The five-speed automatic comes with Sportshift.

The suspension soaks up road bumps and joints, though the 17-inch wheels produce some resonance (vibration). Washboard pavement in corners unsettles the car enough to notice, but not enough to cause any anxiety. The Legacy is stable at interstate speeds, though we noticed it was susceptible to cross winds and turbulence generated by 18-wheelers.

Brakes in the various models are up to their powerplants' potential and easy to modulate, with the GT Limited benefiting from its high-performance components. Winding down a mountain road in Southern California, we found the brakes, suspension and engine in the GT wagon easy to coordinate, allowing for smooth driving that didn't upset our passengers.

Little wind noise intrudes at highway speeds, except for a bit from the roof rack crossbars and from around the seal around the moonroof when the undershade is retracted.

The all-wheel-drive system in the Legacy models differs in technical details by drivetrain. All of these systems give the Legacy a sure-footed feel and greatly improve grip and handling stability in slippery conditions.

The manual transmission employs a viscous coupling to split the power between the front and rear tires. If the tires at one end begin to slip, the system sends more power to the other end. That split is 50/50 in optimal conditions, but power transfer can reach 100 percent to either end under extreme conditions.

The four-speed automatic is matched with an electronically managed, continuously variable transfer clutch that distributes the power where it's best used, but no more than 50/50.

The five-speed automatic is paired with the most technologically advanced of Subaru's all wheel-drive systems called Variable Torque Distribution or VTD. An electronically controlled, continuously variable hydraulic transfer clutch manages the power distribution through a planetary center differential. Under normal conditions, the VTD splits the power 45/55 front/rear to give the GT more of a rear wheel-drive feel, but adjustments, to a maximum of 50/50, are made as road conditions dictate.

Summary & Specifications
The 2006 Subaru Legacy is refined, polished, powerful, agile. With the added dose of horsepower on the standard engine, and the additional boost on the turbocharged version, it's fun to drive, with a smooth, pleasant ride. It's equipped with state-of-the art active and passive safety features and boasts better-than-respectable fuel economy. [source : automotive.com]

Saab 9-5 Review

2006-09-09T00:46:00.000-07:00

Redesigns are costly, risky, and time-consuming, but a fact of life. No matter a car's virtues and vices, there just aren't a whole lot of takers for one that's been around for too many years in a row. You have your Lexuses and Acuras that revamp their work every five or so years, and you have your Bimmers and Benzes that wait till, oh, seven.

Then you have Saab. While every conceivable competitor has entire lineups from the past few years, Saab marches on with the 9-5 sedan, its flagship since 1999. Why the long tooth, you ask? Well, despite all the changes that have rocked Saab's boat since then, its growth remains at the mercy of General Motors, which profusely refuses to provide any major funding to this scant Scandinavian entity.

But we still get updates every now and then, and 2006 marks the 9-5's most comprehensive renovation so far. It starts with a full-body makeover, then continues with some detailing on the innards. The model lineup is now more focused, and the focus is on power: of the three former engines, only the strongest gets to stay, and even it enjoys a power adjustment to the north. Throw in a price bumped to the south by a thousand or three, and you have a subject worth reexamining, especially since Saab will be counting on it until decade's end.

Road Test
Front-wheel-drive luxury sedans have a history of being pleasant if largely forgettable to drive, and we're talking the works of big-name brands here: Volvo, Lexus, Infiniti, etc. How good could such a car be coming from an obscure company like Saab, especially when most of the engineering work was actually done by a positively anonymous company called Opel?

As it turns out, asking that question is to almost answer it. For those not in the know, Opel is GM's right-hand man in Germany, and while I can't comment much on the company, the country leaks through.

Know how German cars often have that delicate intimacy in the chassis that keeps you in the know of what's happening below? This Saab's got it. The 9-5 bends into corners eagerly (if literally, as body lean remains), even more so this year now that Saab fattened the stabilizer bars and stiffened the shocks by 15%. The engine revs with verve, and feeding those brakes with any level of pressure results in sublime feedback to go with a short stopping distance.

Capable and confident, with light effort but reassuring feedback? It's all so Audi-esque.

Yet Saab's definitely the one behind the 9-5's most distinguishing feature. Remember how last year's car had three engines: a low-pressure turbo 4 (on the Linear model), a low-pressure turbo V6 (Arc), and a 20 psi high-pressure turbo 4 (Aero)? Well, now it's all Aero, all the time, as every 9-5 now shares the same 2.3-liter 4-cylinder "Ecopower" engine, newly armed with 260 horsepower and ready for a rematch.

Slow it ain't. The 9-5 will rock many a car in a race, with 0-60 falling on either side of 6 seconds depending on transmission. In this class, though, power so abundant usually gets sent to the rear wheels and through six cylinders. Saab's dare to be different brings mixed results.

Winding mountain roads are where sports sedans are supposed to shine, yet the Saab stumbles. The constant changes in speed, direction, and elevation entail lots of throttle adjustments, which in the 9-5 means jumping back and forth across the Grand Canyon-size chasm between turbo-on and turbo-off power. Ask for thrust and there's a tick or two of nothing followed by an avalanche on tick three - an avalanche that veers the front-drive 9-5 off course in corners (despite Saab's efforts to delay this tendency with super-sticky new Pirelli P235/45R17 tires). Lift off the gas while the turbo's doing its thing and you'll hear some backlash coming back up the driveline.

The delayed turbo response can also disappoint at low speed, and the four cylinders lend some 90s-style vibration at no speed, despite the twin balance shafts. There's also a tad much engine braking when creeping around. If Saab likes to be "quirky", then mission accomplished; just know that quirky isn't necessarily synonymous with "harmonious" or "predictable."

Yet all this sacrifice is not for naught. Anytime you're not using that turbo boost (idling, cruising, light driving, etc.), that 2.3-liter 4 acts like, well, a 2.3-liter 4. Lots of freeway time let me score 26 MPG, which sure puts the "eco" in Ecopower. Another perk is the poundage this little engine relieved from the 9-5's nose (weight is decently distributed at 60/40). And I thought it was pretty nifty to accelerate to 100 MPH on steep hills while locked in 5th gear just by adding boost, with engine speed staying totally constant. Certainly a calm, efficient way to do it.

There are a few more tricks in the "Sentronic" transmission. It starts with a Sport mode feature that delays upshifts, but unlike most cars also quickens throttle response to make it easier to keep that turbo spinning. Its steering wheel shift paddles work well enough (left thumb downshifts, right thumb upshifts), and with downshifts at your discretion, flooring the pedal results in one boost (the turbo's) instead of two - crucial to smooth driving. By the way, the computer follows a unique set of rules: do upshift at redline; don't downshift if floored in 1st/2nd/3rd gear; do downshift if floored in 4th or 5th IF traveling below about 40 or 60 MPH, respectively, and then only shift by one gear. Okay, then. If you plan to use none of this trickery, rest easy knowing the transmission is a smooth operator when left to its own schedule.

Most of the time, so is the rest of the car. Despite acute road noise, the Saab is a steady and pleasant freeway cruiser. It feels relaxed at the Autobahn speeds for which it was built. The turbo lights off instantly at higher speeds, and the standard stability control steps in at just the right moment (and can be turned off). The chassis deals with most bumps in a refined European manner - most of the time. But then come certain bumps that crash right through severely, topping or bottoming out the suspension and occasionally revealing an unsettling flex in the aging structure. It doesn't happen often, but it happens.

It seems like everywhere you look in the 9-5, you find lots of greatness tainted by a few grand moments of mediocrity.

Inside & Out
Every successive restyle of the 9-5 seems to meet with less success. I exited my car in the office parking lot on Monday morning to salutations of "damn, that is one ugly Saab" and "what the hell did they do to it?" counterbalanced by not one kernel of kudos. Eagle eyes will notice newly smoked headlights and BMW 3-series-wannabe taillights, plus some rethought wheel patterns. The convex passenger mirror is gone, but the rear fog lights are still there.

Though the interior got some remarks of being "not that nice", it got a few revisions for this year that strike me as effective. The main instruments are now crisp and colorful, its speedometer standing front and center and marked off in 10 MPH increments all the way to 160. The great leather steering wheel is now a sportier three-spoker and everything in the center stack is new. Well, sort of: cars without the navigation system get the same GM corporate radio found in Buicks, though this tester did have the nav system, which is of the touch-screen type.

It's also of the pretty-good type: intuitive to use, speedy to process commands, and speaks with a very pleasant female voice. In fact, Saab can now claim to be the only non-Japanese make besides Mercedes and Jaguar to have a user-friendly navigation system. It main irritant is that its touch screen nature results in lots of smearing, plus it's a little slow to follow fingers. The constant reminders to "continue" on your current freeway can bug, and most functions are locked out at speed.

Sharing space with the nav system is the Harman-Kardon stereo, whose sound quality is nothing short of fan-freakin-tastic. Rich trebles, strong bass, plenty of power, and not one but two subwoofers make this Saab an aural palace. The irritants here are that most buttons are contained within the screen, the preset changer on the steering wheel is unidirectional and cycles through all 12 presets, and the way the CD changer still stands where the automotive world put it in 1999: in the trunk. Oh, and raise your hand if this makes sense: the in-dash disc slot (where the navigation DVD lives) can play MP3s but the CD changer cannot, thus presenting the driver with the choice of liking what you hear or knowing where you're going.

Beneath these systems sit the climate controls, a dual-zone system with attractive, crisp-moving knobs. This also marks the birthplace of a Saab invention: seat coolers that can suck hot air through the perforated leather (optional, though heaters are standard on all seats). All systems are go, but there are more irritants: you can't send air to the vents and floor simultaneously, it keeps switching back to recirculated air, and half the time you start up the car, it forgets all former settings and simply blasts you with air at full power. If I want to cool my car, I'll do it myself, and my preferred method would be via remote opening of the windows - a feature Saab still lacks.

Irritants/quirks continue throughout the 9-5. We can start with the starter, which because this is a Saab must stand between the front seats. Maybe my brain could get used to it in time, but it's a missed opportunity for a second cupholder (the removable one in the tiny center console doesn't count; it usurps the whole space when in place). The steering wheel controls aren't lit at night. The adjustable armrest slides whimsically on its track. The clock is buried within other systems, so telling time requires turning on the radio and navigation. The wipers' Off mode stands between its various On modes. The bizarre cruise control has one button tacked onto the end of the turn signal stalk to Set / Accelerate and a switch on the front that you slide to the right to Resume / Decelerate, slide left to turn on/off, and slide halfway left to Cancel. It's as haphazard as the one on GM's trucks except for pairing Set with Accelerate and Resume with Decelerate - the opposite of every car on Earth.

I didn't mind the window controls being in the center. Air conditioned gloveboxes are always cool, the cupholder that flips out of the upper dash is a small stroke of genius, and the 747-inspired ceiling controls add real character. One more harmless gimmick: press the Night Panel button and all main displays except the speedometer fade to black. Sigh.

But on to the more substantive stuff. The driving position fit me perfectly thanks to a tilt-telescope wheel and power seats with three-man memory. This Saab is also sanctuary to an endangered species in the GM universe: seats that stay comfortable over the long haul. They possess that unmistakable feel and smell of European leather. Front riders enjoy the full safety set of dual-stage airbags, side and side-curtain airbags, and the active front head restraints that made the 9-5 famous back in 1999. The armrests could be higher, though, and the thick-as-a-tree seat belt anchor creates a left-rear blind spot. Those belts also need a height adjuster - an issue for both rows that irked rear riders that were shorter in stature.

Otherwise, the back seat treats its guests to tender thighs, unrestricted legs, free feet (unless the front seats are fully lowered), and thanks to heaters in all seats, toasty buns. But for a car that brags about safety, the back bench is falling behind the times: no airbags, no active head restraints, and no restraint at all in the center. The towering front thrones also lend an air of claustrophobia back there.

Though no Saabs are hatchbacks anymore, the 9-5 sedan upholds the brand's versatile tradition by having the best trunk in the class: 15.9 big boxy cubic feet, with the option of expanding through the rear seat center porthole or by tumbling down the whole seat, which opens up the whole wall.

Other Thoughts
With just one engine and no more weird trim level names, this newly streamlined 9-5 is easier to process. Cheaper, too. The sedan begins at $34,820 with a stick, $36,170 with the $1,350 automatic. A Sport Package lowers the suspension, firms up the shocks and springs, throws in sport seats and tinted chrome interior trim, and includes a two-day Saab Aero Academy driving session for $1,095. The only other options are the Visibility Package (xenon lights, rain-sensing wipers, backup parking beeper, and auto-dimming outside mirrors) for $1,295, navigation system for $2,795 (moves the CD changer from the dash to the trunk), OnStar for $699, and seat coolers for $995 ($895 on cars with the Sport Package). Wagons are now called SportCombi and cost $1,000 more, and all metallic paint colors cost an extra $550.

Competition has dwindled in number since the 9-5's youth. Not one other luxury automaker sells a mid-sized, front-drive, 4-cylinder sedan as a performance machine. Luckily, the 9-5 is excused from comparison to the BMW 5-series, which Saab naively names as a target competitor.

Coming closest are probably the Acura TL and Lincoln Zephyr, and I think most American drivers would find more everyday satisfaction in those cars' more linear-responding V6 powerplants. The TL holds other some obvious advantages and comes out cheaper at $33,940, while the Zephyr ducks down at just $31,355 after adding some options. Euro-philes also have the Volkswagen Passat 3.6, a faster, roomier car that, even with its most lavish option package, ends up right at $36K. The 9-5 might be a better deal than the one true Swede, the Volvo S80, but mostly its value quotient treads on thin ice even after the price cut.

And I named those cars on the assumption that the 9-5 is a prestigious set of wheels. Is it? Judging by the by comments around this office, Saab's snob appeal is wearing thin, and as a company that now stamps its name on Subaru Imprezas and Chevy TrailBlazers, maybe deservedly so. Without the safety net of branding, the 9-5 is fair game for the 250-horsepower Nissan Altima, and maybe even a car riding on a newer version of the same Opel platform, the Pontiac G6 GTP (due for a great new V6 next year). Now we're talking $28,000. [source : automotive.com]

Pontiac Torrent Review

2006-09-03T01:39:00.000-07:00

The all-new 2006 Pontiac Torrent is the biggest of the compact SUVs. Based on a car chassis, the Torrent offers a nice ride and good power.

The available leather seats are nice, the premium stereo sounds good, and the low dash offers a good view of the road ahead. Convenience features include a sliding and reclining back seat that offers extended leg room or more cargo space according to your needs, and a clever tray in back for cargo versatility.

Torrent is Pontiac's first true sport utility vehicle. It's built on the platform of the Chevy Equinox. Unlike most Pontiacs, Torrent's styling is restrained, clean and pleasing.

Lineup
The 2006 Pontiac Torrent comes with a choice of front-wheel drive ($22,400) or all-wheel drive ($24,300). Torrent is powered by GM's 3.4-liter V6 engine and five-speed automatic transmission. Only one trim level is offered, but with a variety of options.

Standard equipment includes air conditioning, power windows, AM/FM/CD with six speakers, remote entry and automatic door locks, fog lamps, roof rails, daytime running lights, a rear window wiper, and 16-inch aluminum wheels.

Options include a Premium Package ($795) with leather interior and heated front seats. The Preferred Package ($1555) includes primarily a six-way power driver's seat, tinted glass, cruise control, crossbars for the roof rails, and leather-wrapped steering wheel to accent the cloth interior. The Sun and Sound Package ($1285) includes a sunroof and six-disc Pioneer sound system with seven speakers and a subwoofer and amplifier. Stand-alone options include XM Satellite Radio ($325) and 17-inch aluminum wheels with all-season tires ($295).

Safety features that come standard include ABS, a rear child-seat latch system, and the mandated front airbags. Traction control comes standard on front-wheel-drive models; all-wheel-drive further enhances safety, of course. An optional Security Package ($1090) includes side curtain airbags and one year of Onstar service. Electronic stability control isn't available.

Walkaround
The Pontiac Torrent is relatively large for the class, with a wheelbase that's 13 inches longer than that of the Ford Escape. The Torrent is based on a car platform. It shares its basic structure with the Chevy Equinox and Saturn Vue. Torrent is the same shape as the Equinox, but Torrent's split kidney grille announces it's a Pontiac and gives it some distinction. Distinction is in fairly short supply in this class, however, and the Torrent looks similar to most SUVs in this category.

All in all, it's a pleasing, subtle design, with clean lines and a forward wedge shape to the sides. The trapezoidal twin-beam headlamps are strong, reminiscent of a Saab, and so is the pseudo skid-plate that wraps up onto the front fascia, coming from under the car. The B-pillar is flat black, so it's barely visible between the tinted glass of the front and rear doors; this accentuates the thick C-pillar, and the pleasant tall rectangular shape of the rear side window. Thick aluminum roof rails are suggestive of those on the Nissan Xterra and help give this car-based SUV a more rugged appearance. The outside door handles are the big grab variety, making it easy to open the doors and climb in without breaking fingernails.

Interior
Getting in the Pontiac Torrent is easy. The door openings are wide, and you need neither climb up nor stoop down to get in the seats. Simply slide in. The seats are comfortable, though we'd prefer more side bolstering.

The cabin looks nice, though the materials vary in quality. The standard cloth upholstery, used on the seats and door trim is attractive. One of our test vehicles came in light-colored cloth and, with a matching roof liner, gave the cabin an airy feeling. The available leather seats are also nice. However, the plastic used for the dash and other trim is no better than average for the class.

The steering wheel, is leather-wrapped with stylish but bulky stitching that feels rough in your hands. The instruments are uncluttered and easy to read, despite the red lighting. The dashboard is low, affording good forward visibility. Big side mirrors make more good rearward visibility. The inside door handles are easy to operate. The switchgear works well, with one exception: The power window buttons are awkwardly located on the center console, not on the driver's door, so you'll have to look down to find them; and lowering the window at toll booths demands a shift of hands on the steering wheel, to toss coins or take a ticket.

The center console flips up and out of the way, opening up space between the front seats for a tote bag or purse so it's not flopping around in the passenger's footwell. On the floor is a single cupholder that works well for cans and water bottles; just aft of this, also on the floor, are slots for CDs angled forward for easy access. Flipping the center console back into place offers an armrest and a small amount of storage, though the storage cubby is located far enough rearward as to be awkward to access. A pair of cupholders can be popped out of the end of the console, but they're flimsy and obstruct the floor-mounted handbrake lever; we avoided using them, preferring the floor-mounted cupholder. Your passenger will just have to hold his or her drink. The door pockets are narrow, though there are map pockets on the sides of the center tunnel. There's room for a cell phone on each side of the gear lever, which is surrounded by a grippy rubber pad.

The optional Pioneer sound system is deep and rich, something we discovered while listening to XM Satellite Radio's Cinemagic station, with movie soundtracks.

The rear seat slides forward or back eight inches, a nice feature. Sliding it forward and adds five cubic feet of cargo space. Sliding it back offers rear passengers more legroom. The rear seat is split 60/40 for cargo versatility, and the seatbacks recline, so passengers back there can really lie back. The front passenger seat folds flat, turning it into a tray or allowing long items, like a surfboard, to stretch from the tailgate to dashboard.

The cargo compartment features a clever polycarbonate tray that pulls out of the floor and can be slotted into one of three height levels, so it can be used for different things, including concealment. It allows two levels of grocery boxes or bags, for example. The tailgate lifts high enough that all but the tallest owners can stand fully upright beneath it.

Driving Impressions
The Pontiac Torrent gets good acceleration out of its 185-horsepower V6 engine. It uses an older, overhead-valve design, however, so it's not as smooth and quiet as, say, an overhead-cam engine from Toyota. EPA rates it 19/24 City/Highway miles per gallon. We averaged 18 mpg, but our test vehicle only had 579 miles on it when we began driving, and engines loosen up and get better mileage over time.

The five-speed automatic transmission may be the smoothest thing about the Torrent. The upshifts are nice and tight. There's good engine torque, with 210 pound-feet, and the transmission ratios and electronically variable shift points are well matched. We drive two steep hills every day in all kinds of vehicles, including those far more powerful than the Torrent; many other transmissions have to kick down, but the Torrent did not. It's also rated to tow 3500 pounds.

The Torrent offers good handling for the class without any sign of harshness to the ride. The longest wheelbase and widest track in the class surely add to this capability. The ride was good, including over some rough gravel roads, and. It's not hard to spin the front wheels when taking off quickly, and the front-drive Torrent comes standard with traction control to mitigate that. We haven't driven an all-wheel-drive version. Our experience with all-wheel-drive versions of the similar Saturn Vue are that the rear wheels are only driven when the fronts start to slip. This works okay for getting through snow, but doesn't significantly improve handling on wet roads.

We'd prefer the Torrent had disc brakes on all four wheels, but it comes with drum brakes in the rear, which are less costly. Four-wheel ABS is standard, but no Electronic Brake-force Distribution is available. We made one panic stop from 70 miles per hour, and were satisfied with the feel of the pedal and stopping distance.

Summary & Specifications
The Pontiac Torrent is among the biggest of the compact SUVs. It's a competent vehicle with some nice convenience features, such as a sliding rear seat. In terms of refinement it's about average for the class. [Source : automotive.com]