Monday, November 17, 2008

Nissan Rogue is as good as the Murano


OVERVIEW


Having read my header, you may be thinking that I’m going to either launch into a rant about environmental responsibility and buying smaller or, perhaps I’m going to allege that the Nissan Rogue offers better value than its big brother. Well, the second part of that isn’t far off. Actually, the new Rogue does offer good value, and part of that can be attributed to the success of the Murano. The Rogue, like many in the burgeoning small crossover segment, borrows much of what is good and marketable in the Murano, and repackages it in a smaller, more economical version.

PERFORMANCE


Interestingly enough, the first time I drove the Rogue, I had the exact same oh jeez moment that I did with the Murano. As an uber-smart and perceptive automotive enthusiast, it only took me a few miles behind the wheel to realize that either the transmission in my tester was just about to let go, or it had a CVT unit. This is where the Murano and Rogue roads diverge. Whereas the Murano offers enough horsepower to nearly mask the CVTs identity, the Rogues 2.5-liter DOHC four banger can’t replicate this feat. Don’t get me wrong, it is better than most CVTs I’ve driven, just not great.

HANDLING


I had the opportunity to drive the Rogue around country roads a lot. As it turned out, my wife had our first baby during my week with the Rogue. So, there were many, many trips between our house and the hospital. For lesser vehicles, this kind of familiarity can breed much contempt. Not so, with the Rogue. It proved to be an agile corner carver. ( For and SUV, of course ).

STYLING


Taking a look at the Rogue for the first time, you could be fooled into thinking it was a mini-Murano. Exterior lines have been changed only slightly from its big brother. Although, there is an added cuteness that comes with its smaller stature that you won’t find in the Murano. Inside, the cabin is user friendly, but in no way luxurious. Due to its price point, much “luxury” is sacrificed to keep cost down. A perfect example of this is the fact that there is noticeable drone from the CVT that wasn’t evident in the Infiniti EX35, which is the Infiniti version of the Rogue. Clearly, the addition of more sound-deadening material would help to this end.

JUDGEMENT


There is a lot to like about the Rogue. It is a good small crossover offering significant value, in an attractive package. If Nissan was able to add a slightly more elegant interior, with more sound-deadening materials, and a few more horsepower, it would be a 10.

Friday, October 17, 2008

2009 Volvo XC70


OVERVIEW


The Volvo XC70 has a lot in common with the Subaru Forester I wrote about just last week. Like the Forester, the XC70 is an AWD, off-road capable, SUV-like tall wagon. Additionally, much like the Subaru, folks who buy Volvo’s tend to have great loyalty for their brand of choice. Let’s be clear. The Volvo XC70 and the Subaru Forester are not competitors. No, the XC70 is a luxury wagon based on the flagship S80 sedan, and it competes against the BMW 5-series sport wagon and Audi A6 Avant to name a few. The reason I draw the comparison is that the Volvo seems like a natural progression in terms of price and luxury.

PERFORMANCE


Power in the XC70 comes in two flavors, both based on an inline six-cylinder. The weaker of the two choices is a 3.2-liter version that makes 235 horsepower, which is certainly ample power for what is normally required of a wagon. The zestier of the two comes in the T6 trim, and is a 3.0-liter turbo that makes 281 horsepower. My tester came with the more powerful version. Horsepower is smooth, and comes on quickly. Unfortunately, the gas goes nearly as quickly. Consider that a rear wheel drive Toyota 4Runner with the 4.7-liter V8 gets precisely the same gas mileage in town. Ouch!

HANDLING


The XC70 might get the same gas mileage as a 4Runner, but it sure doesn’t handle like one. Perhaps that biggest reason to opt for a wagon or crossover is the visceral enjoyment that happens between the straightaways. While I wouldn’t necessarily pick the Volvo over the 5-Series Beemer or the Audi A6, it sure is more fun around corners than any SUV I’ve driven, and has better ride quality.

STYLING


Like other Volvos I’ve reviewed, you either love the XC70’s styling or you don’t. Despite the brand’s rather vanilla looks, some just don’t like it. Taking a walk around this wagon, its ride height immediately distinguishes it from other wagons on the road. Otherwise, its exterior lines are very reminiscent of the S80 upon which it’s based. The interior is a comfortable environment swathed in leather, even if bland. It should also be said that Volvo does a superb job of sealing out engine noise to such a degree that one feels almost totally removed from the outside elements.

JUDGEMENT


If you liked the XC70s of the previous generation, the new version certainly won’t change your mind. Its fuel economy is a bit underwhelming. But, when you’re shopping for a luxury wagon, this probably isn’t the top of your priorities. All in all, the XC70 is basically a S80 with additional cargo space for better or worse.

Thursday, September 18, 2008

Range Rover Supercharged Equals Opulence


OVERVIEW


With a fairly soft economy and escalating gasoline prices, many Americans are having to make some tough choices with their monthly budget. For many families, this means a smaller SUV or Crossover, or even a return to a sedan. However, if a Range Rover is either sitting in your driveway or among the list of your potential purchasing options, these are not likely major concerns for you. I say all of this as a preface to this review in large part because in order to evaluate the 2008 Range Rover, I have to forget, or at least suspend any thoughts about my normal everyday real life. With that said, let’s talk about an SUV for those who don’t have my ”little people” problems.


PERFORMANCE


For those fortunate enough to purchase a Range Rover, there are two engine choices; Big powerful V8 or big powerful supercharged V8. Either way, you have the ability to get to the country club in a hurry. My tester was the supercharged variety, so it came with a 4.2-liter V8 making an even 400 horsepower. This engine provides ample horsepower in a hurry. Plus, power comes on so smoothly it won’t disturb your venti mocha chi soy latte.

HANDLING


The Range Rover Supercharged may be smooth and fast, but it still handles like a big truck. Now, in every day driving circumstances, it offers a comfortable soft ride. But, no amount of money is going to turn this near 6000 pounder into a corner carver either. Finally, if you are concerned about getting around in bad weather, this is, after all a Land Rover. So, it comes with some of the best four-wheel-drive equipment money can buy.

STYLING


Last year’s Range Rover got an interior facelift. So, there isn’t much new inside to report. The same can be said about the exterior. Land Rover’s flagship continues to be a statement in luxury and comfort. Owners are treated to all the options, including seating swathed in soft leather with heating and cooling capabilities, a superb multimedia system, and three-zone CFC free climate control. What can you say? It just has everything.

JUDGEMENT


No big surprise here. If you have $95,000 to spend on an SUV, you get cargo space, a big V8, and every available comfort and convenience option you could ever imagine. Oh yeah, you can also take it off-road without fear of getting mud on your Armani or Luis Vuitton. This is essentially the poster-truck for Lifestyles of the Rich and Famous.

Friday, September 5, 2008

Mini Cooper Goes Practical


OVERVIEW


If you grew up in the sixties, especially the mid-sixties, you undoubtedly remember the British invasion. For all of you whippersnappers, no, we were not actually attacked by the Brits. During this period, America’s fascination with all things U.K. didn’t end with bubblegum rock n’ roll. There were also cool and quirky automobiles that made their way stateside. Many of these cars, like the MG and Austin Healy, became the object of fascination and affection of many baby boomers. So, it was no big surprise that when BMW revived one of these quirky British cars back in 2002, the boomers went bananas. For the last six model years, Americans have rediscovered their passion for this featherweight. Looking like nothing else on the road, the Mini Cooper not only conjures up nostalgia for baby boomers, but is also a fuel efficient and trendy option for younger motorist. However, due to its size, there have been a number of consumers who wouldn’t or couldn’t consider buying a Mini. Enter the Cooper Clubman.

PERFORMANCE

After allegedly redesigning the Mini in 2007, this year’s version goes basically unchanged. This is the case under hood as well. No matter what trim level you purchase, Coopers come with a 1.6-liter four-banger. However, depending on trim horsepower output ranges from 115 to 172. Considering the negligible difference in miles-per-gallon, I don’t know why all models don’t come with the more powerful version. My tester came outfitted with the 118 horsepower iteration. While I certainly wouldn’t call it quick, its short hood and low ride height go along way towards making low speeds seem faster.

HANDLING

Driving the Cooper Clubman around corners, it becomes pretty obvious why people are so passionate about these little cars. Is it going to give a Corvette a run for its money? Of course not! But, will it make you feel like Juan Fangio? Without a doubt!

STYLING

Okay, here comes by first bone of contention. As enjoyable as driving the Clubman can be, operating the instrumentation can be equally irritating. Some of the symbols used don’t seem to match their function. And, some knobs and switches are downright hard to find. Also, I question the wisdom of a single suicide door on the passenger side as the only access point to the back seat. On the other hand, there is more storage space than in the Cooper, and once you fight your way to the backseat, there is more room than you might imagine. Plus, it just looks pretty cool.

JUDGEMENT

Generally speaking, I get the allure of the Cooper. The Clubman version certainly adds an element of practicality that was previously missing.

Jaguar's XJ Super V8 is All Class


OVERVIEW


“Pardon me, do you have any Grey Poupon?” I’m sure you remember these commercials from a few years ago. This is precisely the phrase that crossed my mind the first time I laid eyes on the Jaguar XJ Super V8. I know, I know, the pretentious Brit uttered the phrase from the back seat of a Bentley. But, you get the point. Jaguar’s XJ, while less expensive than a Bentley, Rolls Royce, or Maybach, is still built with one group in mind, the uber rich. From its supple leather interior to airplane-style tray tables mounted on the backs of the front seats, the XJ is all about sophistication and class.


PERFORMANCE


The XJ Super V8, not surprisingly, comes equipped with a V8, though “super” might be a bit of a stretch. Don’t get me wrong, this 4.2-liter V8 is by no means weak. Its 400 horsepower comes on swiftly and smoothly. Frankly, compared to Audi’s A8, the Mercedes S class, and the BMW 7 Series, the Super V8 is quite competitive. Maybe it’s my state school pedigree and penchant for the small block V8 talking, but it just seems like you should get more horsepower for this kind of money. I guess it shouldn’t be shocking to anyone that XJ buyers might fancy me white trash.

HANDLING

If your idea of ride quality means that you want to be able to hit a curb at 100 mph and not spill your tea, the XJ is your kind of car. Every time I drive a Jaguar at speed around corners I’m amazed at their ability to get around a corner with speed and precision, yet not feel stiff in day-to-day driving conditions.

STYLING

The exterior of the XJ is certainly classic Jaguar. Clearly designers in Coventry aren’t trying to reinvent the wheel with this car, and their loyal buyers wouldn’t stand for it, either. The exterior can only be described as sophisticated and sporty. Big 20 inch rims, an aggressive stance, and its wire mesh grill help toward this end. If you are trying to imagine the interior styling, just think of a cross between first class seating on a trans-Atlantic flight and a modern luxury car. It should also be noted that its floor mats feature a kind of shag-type carpeting that makes driving barefooted so relaxing as to almost become a distraction.

JUDGEMENT

Those who would be interested in this kind car probably have very little in common with me. Therefore, I suspect that their hot buttons likely relate more to styling and image than performance or handling. On this basis, a Jaguar certainly communicates a certain message about someone that may be particularly attractive to this kind of buyer.

Monday, August 18, 2008

Big is the New Luxury


OVERVIEW
Like many Americans, my wife and I have made a tradition of spending the 4th of July holiday on a grassy knoll watching fireworks. Since my wife is now seven months pregnant, we chose to spend this year away from the large crowds that accompany fireworks displays. Instead, we opted to spend the three day weekend in Bethany Beach, Delaware with family. When I found the Chrysler Aspen Limited on my schedule for the holiday, it seemed like the perfect occasion for a road trip. This year is the second time I’ve had the Aspen, and the second year of its production. So naturally, it makes for a comfortable choice on long trips. This year, the Aspen has received a few upgrades, including a 4.7-liter E-85 compatible V8. In an effort to provide more fuel efficient choices, Chrysler also will be introducing a hybrid version for 2009.
PERFORMANCE
While fuel efficient motoring is easier on the wallet, nothing is better for passing on two-lane state highways like a big, bad, Hemi. This 5.7-liter V8 makes 335 horsepower and 370 lbs.-ft torque. Let me tell you, it feels more powerful than that. Whether slicing through beach bound traffic or hauling a jet-ski, this V8 has plenty of power on tap for normal duty.
HANDLING
Since nobody buys full-size SUVs for their cornering ability, let’s be honest. Ride quality is really what separates the men from the boys. This is especially the case with the more upscale models. The Aspen has a lot going for it. But, the first area where one can tell the difference between a $70,000 dollar Cadillac Escalade and the $43,000 Aspen is ride quality. Its ride quality is good, just not as smooth as some of the more expensive choices.
STYLING
Chrysler refers to the Aspen as the 300C of full-size SUVs. If what they mean is that it is almost as good as its more expensive counterparts, they are correct. Furthermore, looking at the Aspen, it’s immediately recognizable as a Chrysler, and not a Dodge. A distinctive hood and 20” inch chrome wheels certainly go a long way towards that end. Inside, the cabin is very comfortable. Driver and front passenger are treated to leather seating surfaces with warmers, navigation, Bluetooth, and much more. The second and third rows are a bit of a different story. While the second row gets heated buckets, there isn’t much leg room due to the third row, which is actually pretty roomy.
JUDGEMENT
The Chrysler Aspen is actually one of my favorites. It’s bigger than a midsize SUV, but a little more manageable than most full size choices. Additionally, it is extremely well equipped for its price.

Dodge Offers Midsize Alternative


O VERVIEW
To describe today’s midsize sedan market as crowded is a little like referring to the overwhelming nausea following your Thanksgiving dinner binge as a little full. The reality is that today’s fuel prices are driving more and more former SUV owners back into the sedan fold. Chrysler is hoping that offering a muscular-looking sedan, combined with creative dealership incentives, and shrewd marketing will drive sales to their all-new Dodge Avenger, which was re-introduced in 2007 as a 2008 model after a seven-year hiatus. Only time will tell if this strategy will ultimately be successful. However, after only one week of the “Refuel America”$2.99 per gallon gasoline promotion, their website traffic went up by 25% percent increasing internet leads by 34%. We’ll see if that can be chalked up to projected five-dollar-per-gallon summertime gasoline rumors perpetuated by mainstream media.
PERFORMANCE
Of the four available trims on the Avenger, there are three powerplants. They are a 2.4-liter four-cylinder, a 2.7-liter flex-fuel V6, and a 3.5-liter V6, which is available with AWD. My tester being the SXT, it came equipped with the all-new 2.7-liter flex-fuel V6. Based solely on horsepower, engine noise, and sophistication, this engine is not terribly impressive. I can only assume that Chrysler’s reason for offering it is to demonstrate their commitment to more fuel efficient choices. After all, they say they are investing three billion dollars in powertrain and axle development for their next generation models. Unfortunately, if you compare this engine against the competition’s larger and more powerful choices, you’ll find that any increased fuel efficiency is marginal at best.
HANDLING
Since AWD is only available in R/T trim, I couldn’t tell you how the Avenger stacks up against its competition. However, comparing the SXT to its front-wheel-drive competitors, I can tell you that it doesn’t stack up very well at all. While its ride quality is passable, putting the Avenger through its paces around corners reveals its less sophisticated personality. Abundant body roll, imprecise steering, and incommunicative suspension is immediately noticeable. It’s a bit like taking that really hot chick from the trailer park home to meet the folks for dinner.
STYLING
Taking a walk around the Avenger reveals good and bad. It has an aggressive stance, big wheels and tires, and appears to be lurching forward standing still. It also has cheap black plastic inserts inside the rear windows above awkward-looking rear shoulders. The Avenger’s interior reveals the biggest deficiency between Dodge and the rest of the field. The biggest problem is the abundance of cheap-looking plastic. However, the Avenger’s MyGig multimedia system features 20 gigabyte disc drive and one of the best MP3 interfaces I’ve used to date.
JUDGEMENT
The Avenger doesn’t offer enough reasons to pry away buyers from Toyota or Honda.

Toyota Tundra is All Business


OVERVIEW
Now that Toyota is fully involved in NASCAR and the Tundra is entering its second year since a major redesign in 2007, you could say that the Asian automaker is "pot committed" in this segment. Of course, a marginal economy and escalating gas prices haven't exactly helped matters for the Japanese juggernaut. This was most clearly demonstrated by recently released July sales figures that revealed a 29.5 percent drop in truck sales, compared to last year. Of course, this is all relative when you look at GM's 36.4 percent drop in its truck sales. Be that as it may, Toyota is serious about trucks and the Tundra is all the evidence you need.
PERFORMANCE
Among the many positive attributes the Tundra presents, the most obvious upon first drive has to be its beefy 5.7-liter V8. Not only does this monster offer plenty of horsepower and torque, but the available TRD exhaust sounds so aggressive, it makes you want to either run over the person in front of you, or start a fight. Of course, having spent a portion of my formative years in Oklahoma, also known as the official home of the glass-pack, or cherry bomb, I may be a bit biased. During my week with the Tundra, I found myself needing to haul several loads of landscaping dirt. Filled completely to the top of the bed, it still pulled like a Budweiser Clydesdale on steroids.
HANDLING
My tester came outfitted in the SR5 trim and some of the aforementioned TRD goodies, which meant it included the works in terms of off-road equipment. All of this comes at some price in terms of ride quality. Even with its firm ride, though, the Tundra remains acceptably comfortable in town or out in the pasture.
STYLING
The exterior styling of the Tundra is typically Toyota. While it is attractive and modern, its lines are understated to be sure. Climb inside the Tundra for the first time, and you may be fooled into thinking you’ve inadvertently stumbled into someone’s office. Toyota’s engineers clearly designed the interior with dual purposes in mind. While you’ll find knobs big enough to operate wearing gloves, there is also room to store a laptop and hanging files.
JUDGEMENT
If you are in the market for a full size pickup truck, the Tundra has to be on your list. Not only does it feature superb power and off-road prowess, it offers the kind of fit and finish inside to keep an executive happy.

Audi's R8 Provides Unique Experience


“What is the first thing that comes to mind when you think about the Audi brand name?” Asked the confident driving instructor. Immediately, almost as if scripted, one overly caffeinated and supremely enthusiastic student blurted out, “Oo, oo, Quattro!,” This was the first of what would be many challenges posed by the instructors at the Audi Driving Experience, which I participated in recently. I attended this event for two reasons. First, and perhaps most importantly, this half day driving school was hosted at Summit Point Motorsports Park, which along with being a challenging and beautiful race track, also is a place with truly magical childhood memories for me. Having spent several childhood summers watching and helping my father with his Club Ford racecar, Summit Point holds a particularly special place in my heart. Additionally, I was enticed by the prospect of getting behind the wheel of the Audi R8. For the unfamiliar, the R8, which is based on the Lamborghini Gallardo, but with a 4.2-liter V8, is the German automaker’s six-figure supercar. So, you can imagine how much fun driving this caliber car on a real racetrack might be.
If you think that signing a release waiver is enough to get someone to hand you the keys to 420 horsepower supercar, you are sorely mistaken. Fortunately for all involved, students work up to this privilege. So, before we got anywhere near the R8, our instructors put us through our paces in a variety of driving exercises in the Audi A4, A5, and S5 models. We began with a challenging auto cross course that featured left and right hand turns, a short slalom course, and hard braking. We were given our times after each lap. While we got feedback after each lap, instructors were not in the car during the exercise. This provided a stress free environment for us to get a baseline idea of our driving skill. We would later run the same course and be timed again for comparison against one another.
After putting down some less-than-blistering laps at the autocross, our group of four students headed to a braking exercise. This challenged each student to test Audi’s ABS system at its limits as well as our own reflexes. I’d be lying to you if I said that I aced this part. In fact, I struggled mightily to keep the brake pedal fully to the floor. I learned a valuable lesson from this exercise. Drivers generally don’t do the right thing in an emergency situation. You have to be trained to do the right thing. So, when an emergency occurs, your training becomes instinct rather than panic and overcompensation.
From the braking exercise, we headed to an evasive lane change test. This exercise is designed to simulate an evasive lane change at speed without much room for error. This time, I was poised and ready to improve upon my performance. Being an extremely competitive person, I made it my goal to be the best student I could be. This meant not only being the fastest in my group, but immediately implementing the feedback Laughlin, my instructor, gave me. This time, Laughlin gave me all positive feedback. I miraculously managed to get through the cone course a number of times without disturbing a single cone. Eureka!
Now for the good stuff! After proving that we were at least marginally safe behind the wheel of a sports car, Laughlin guided us to the holy grail of our driving school, the Audi R8. As I mentioned earlier, the R8 is designed to run with some of the crème` de la crème` of sports cars. This mid-engine rocket ship has gobs of power, race-oriented suspension and brakes, and a six-figure price tag. While it doesn’t have quite as much grunt as the Lambo Gallardo, a Ferrari F430, or an Aston Martin DB9, there is more than enough power on tap to get a novice in trouble in a hurry. Further, the Audi’s price tag is quite a bit smaller than any of those cars, so it represents a comparative value.
During our first few laps around Summit Point’s Shenandoah course, I could immediately tell that this was going to be one of the highlights of my career. Laughlin, our instructor led the group of four students around the track. Even before we got up to speed, the responsiveness, both in terms of throttle and steering, was immediately noticeable. The difference between this kind of car and the average sedan is like the difference between a Cessna and a F16. After four or five slower laps to get acclimated, we began to pick up the speed. We tried to mirror the line and braking our instructor showed us. Some had an easier time than others, which prevented us from going as fast as we could have since we were running together in a line. I’m pleased to report that neither I nor my partner was to blame. Each lap I could tell that I was able to discern more about the car’s handling than the previous one. Additionally, the more comfortable I became in the car, the smoother I became behind the wheel. As we picked up speed as a group, things began to slow down for me inside the car.
Unfortunately, like all good things, our time in the Audi R8 had to come to an end. After what seemed like a few minutes, we pulled back off track, we were told by the instructors to use the knowledge we gained that day for good, not evil. And with that, my Audi Driving Experience came to a close. Not did this course prove to be an extremely enjoyable time, the fundamental taught in this performance driving course can make anyone a safer and more confident driver. And as for the car…Well, if you happen to have about a hundred grand lying around, there far worse ways to spend it.

Tuesday, July 8, 2008

New Sonata is Good, But Not Great


OVERVIEW


Considering how much I enjoyed the Hyundai Santa Fe and Veracruz models, I was fairly excited to get the chance to evaluate the revised 2009 Sonata. Additionally, given the current cost of gasoline and our marginal economy, brands like Kia, Suzuki, and Hyundai, that offer less expensive alternatives, are becoming increasingly marketable. However, if you aren’t familiar with the Hyundai Sonata, don’t feel bad. This mid-size sedan has been around for quite some time, but was most recently redesigned in 2006. Aimed at would-be Accord or Camry buyers, Hyundai’s Sonata claims to offer many of the features of its more expensive competition, but at a lower price.

PERFORMANCE


While my tester came in the Limited trim, it still featured the lesser of the two engines, a 2.4-liter DOHC inline four banger. To be blunt, this engine is not only rough and loud, but it is also underpowered. However, I’m not picking on the Hyundai. Compared to other four-cylinders in its class, its power is better than many, and it gets better gas mileage as well. So comparatively speaking, the Sonata really is pretty good in this respect. I just don’t think I could spend my time with under 200 horsepower. I know, I know, it’s this line of thinking that is responsible for $4-per-gallon gas. What can I say, I’ll be dead and buried when we finally run out of oil.

HANDLING


So, I wasn’t picking on the Sonata before, but now I am. Having spent time in virtually every major competitor to the Sonata, its cornering ability and ride puts it near the bottom of the heap. Not only is its steering rather numb and vague, but when turning into a corner or making an evasive maneuver, there is abundant body roll. This is especially apparent in transition between corners, where body roll is so dramatic that it makes it difficult to keep the Sonata going in the right direction.

STYLING


In terms of fit and finish and available options, the Sonata measures up well against its competition. Since my tester came in the Limited trim, it featured many upscale features like leather, sunroof, iPod/ MP3 input, chrome trimmed body moldings and door handles, and dual climate control. When you consider my tester’s sub-twenty five grand sticker, such content is even more impressive.

JUDGEMENT


While Hyundai’s Sonata has some redeeming qualities, it isn’t the superb alternative to mainstream choices that the Santa Fe and Veracruz are.

Monday, June 30, 2008

Volvo S80 Gets Turbo 3.0-Liter


OVERVIEW


Last year's Volvo S80 - the Swedish auto manufacturer's flagship - received a substantial redesign. Included in this redesign was a vastly more sleek and sporty exterior and an all-new V8 was added. Not surprisingly, a list of new safety technology longer than 50 Cent's rap sheet was also added. Each of these changes were very positive, and, considering this Volvo's stiff competition, none more so than the V-8. A third trim package has been added to the mix for 2008, an AWD turbo-charged inline six cylinder. Other than this, the 2008 remains unchanged.

PERFORMANCE


Last year, my tester came equipped with the 4.4-liter V8. I am never one to complain about a V8, but frankly its 311 horsepower seemed pretty anemic compared to much of the S80’s competition. This year, I got the new turbo 3.0-liter inline six. I must admit, I’m perplexed at this offering from Volvo. There is exactly 30 more horsepower in the V8, which is really not that big a difference in terms of what the average driver is going to feel in the seat of the pants. So, the smaller displacement turbo must get better gas mileage, right? No, it’s exactly the same as the V8.

HANDLING


The S80 is capable of slicing through corners with relative ease. I’m guessing it did it with ease. I'm not certain, though, as there is something of a disconnect between driver, car, and road. When pushed too hard, the heavy S80 tends to lose front grip first. Although, its all-wheel-drive system makes for a relatively neutral ride. The Volvo’s real strength is its supple ride quality. Among the competitors I’ve driven, the S80 is the champ on rough city streets, hands down. If you are the type that views a few fleeting moments on a curvy country by-way as your opportunity to play Juan Fangio, the S80 is not going to be nearly as rewarding as the BMWs, Mercedes-Benz’, Lexus’ competing in this class. However, if comfort is more your cup of tea, the S80 won’t disappoint.

Styling/ Other


On one hand, the redesigned S80 is far more attractive than its predecessor. However, while it is vastly improved, the styling department seems to be an area where Volvo and I don’t see eye to eye. Believe me, I understand that Volvo doesn’t market to the same buyers that BMW targets. I get that. And this is an area where that difference is most noticeable. Not only will the S80 tell you if there is somebody in your blind spot with its Blind Spot Indicator System (BLIS), it will also tell you if there is a serial killer lurking in or around your car by way of its available Safe Approach and Home Safe Perimeter Lighting System. I don’t make this stuff up. Still wonder where Volvo’s priorities lie?

Judgment


The S80, while more mainstream now than ever before, is more about it catering to its niche than conquering the mainstream luxury sedan market.

Base Fusion Begs New Take


OVERVIEW


Now in its third year of production, the 2008 Ford Fusion continues along its difficult road to dethrone the current kings of the midsize sedan kingdom. This is, of course, an arduous task. While my impression of my tester last year was pretty good, I couldn't help but feel that there is still more work ahead if the Ford folks really plan to lead the market in the way they did during the Taurus years. Last year's tester was the loaded V6 featuring AWD. This time, it was a different story. My tester came with leather seats, premium aluminum wheels, and heated seats and … the standard four-cylinder engine.

PERFORMANCE


For all you gearheads, who undoubtedly breathed a collective moan of disgust, I'm afraid I don't have exciting news about a new nitrous kit for the four cylinder models. That's just not how it works. The 160 horsepower that this little 2.3-liter powerplant can muster is just about as exciting as you might expect. It's not going to wow you in a stoplight brawl. But, hey, considering our ever-escalating-gas prices, 29 mpg on the highway could be enough to convince you to give this thing a chance.

HANDLING


Okay, here's the part where I rave about the Fusion. I was not sure if it was because last year's V6-powered tester didn't have low profile tires, or what, but it wasn't a standout in this department. But, this year's four-banger Fusion came with big wheels and low profile performance tires, which not only looked very cool, but also aided getting around the twisties. The Fusion features a nice sporty suspension and firm ride, but it's not too firm. My pregnant wife actually had to remind me several times during our week with the Fusion that we were carrying precious cargo more than once when cornering opportunities presented themselves.

STYLING


I guess I've always been stubborn, but the exterior look of the Fusion has finally won me over. It probably didn't hurt that my tester was black. I'm such a sucker for a black car. Its' 18' wheels were also really attractive pieces that not only looked sporty, but their gun-metal gray hue looked superb against the black paint. Inside, my Fusion came with black leather seats with fire-engine red inserts that are new for 2008. I'm pretty sure a car has to have at least 300 horsepower to get away with that. Otherwise, this Fusion had a surprisingly upscale feel for a car under twenty-five grand.

JUDGEMENT


To my surprise, it was easy to find things to like about this Fusion despite the powerplant under the hood. Further, with $4.00 per gallon gas on the horizon, this Fusion's better gas mileage could be its most attractive selling point.

OVERVIEW


For all of you who haven't seen the movie "The Fast and The Furious", or any of its sequels, let me sum it up for you. These movies are hormone-soaked Hollywood depictions of the underground world of import street racing and the culture associated with it. Surely, at this point you are asking yourself why I'm sharing this with you. Well, out of this Tinsletown drivel sprang a top-of-mind awareness about a whole car culture of which many of us were not aware. The Mitsubishi Lancer Evolution is among the cars depicted in this movie, as well as one of the top dogs in the import tuner world. While it has been in production overseas for quite some time, this rally inspired Japanese hotrod was first introduced this side of the pond in 2003. This year's model is the first Evo offered since the Lancer was redesigned last year.

PERFORMANCE


Nobody has ever accused the Evo of being slow, perhaps harsh, boy racer-ish, and unrefined, but never slow. This year’s model sticks to the tried-and-true formula of a small displacement four-cylinder engine mated to a Costco-sized turbocharger. This combo will propel the little sedan to 60 mph in just under five seconds. That’s right Mustang and Camaro fans, if you aren’t careful, you could get an eyeful of import taillights at the drag strip. However, the 2008 Evo feels a hair slower than the last generation; courtesy of a few extra lbs. it’s carrying.

HANDLING


Let me share a formula with you. Combine one part AWD with one part Brembo brakes and one part kamikaze suspension and you get one heckuva fast corner-carver. While the Evolution will flat boogie anywhere you ask it to go, what’s far more impressive about the new generation is that it maintains its impressive track credentials but has learned to be far more tolerable on city streets. My last tester nearly rattled my fillings loose.

STYLING


Call me old and out of touch, but the biggest improvement in this year’s new Evo is that its interior is far more livable than the outgoing generation. While the side-bolstering in the Recaro seats is the same and the steering is just as precise, it looks like it came from an auto manufacturer instead of tuner company assembly. I’m sure many 16-year-olds would call me a fuddy duddy. But you know what?! I’m of the opinion that a $36,000 car shouldn’t look like a hodgepodge out of a catalog. Good job Mitsubishi!

JUDGEMENT


Boy racer is all grown up!

OVERVIEW


Lexus’ IS sedan is the Japanese luxury automaker’s entry-level luxury sport-sedan. It received a total redesign in 2006 that included changing the sedan to include two distinct models, the IS 250 and the IS 350. Similar to many other luxury brands, the moniker indicates displacement. For example, the IS 250 is equipped with a 2.5-liter four-cylinder, and the IS 350 has a 3.5-liter V6. In addition to minor upgrades to the IS 250 and IS 350, the IS is also now available as a V8 powered hotrod called the IS F, which I recently reviewed as well.

PERFORMANCE


Of the three available models, my tester was the IS 350. Since the 2006 redesign, the 350 has been powered by a far sportier V6 than the last generation. This beefy 3.5-liter makes 306 horsepower, which is more potent than the Cadillac CTS, BMW 3-Series, Mercedes- Benz C-Class, and many others. While certainly not nearly as quick as the uber fast IS F, the 350 is no slouch either. Its V6 is able to catapult the sedan to 60 mph in just 5.3 seconds

HANDLING


It seems that Lexus' philosophy about handling characteristics is certainly a reasonable one, but not terribly exciting. Since the average driver isn't ever likely to drive most luxury sedans to their full potential, their philosophy is that the driver doesn't get as much communication from the car, nor does he or she have the total control that other cars, namely the 3-series BMW provides. So, while the IS 350 is an enjoyable drive with a sophisticated ride, it is less responsive and communicative than the BMW.

STYLING


Since the switch to a sportier look in 2006, I’ve been big fan of the IS. Taking a stroll around the IS, you should immediately notice an aggressive stance, and sporty 18” wheels. Its lines are clean, and it looks like it’s going 100 mph standing still. Some say that the IS interior feels cramped. While it doesn’t feel as spacious as some of its competitors, I wouldn’t call it cramped. In fact, the IS offers more legroom than most. However, it offers less head and shoulder room than several of its competitors. Other than that, the interior is absolutely up to Lexus’ high standards of fit and finish and available luxury items.

JUDGEMENT


This segment offers so much these days, that there is a car for nearly every taste. The IS isn’t the corner-carver that the 3-Series BMW is. It doesn’t get the fuel economy of the Audi A4. It’s also more expensive than more than a few of its competitors. But, generally speaking, it is better than most within the segment.

Scion xD is Surprisingly Sporty


OVERVIEW


I’m a firm believer in the idea that appreciating the little things in life makes all the difference. You know, like when you find a twenty-dollar bill in a jacket you haven’t worn in months. Or, how about that first sip of coffee in the morning? These are the pleasant little surprises that make slaying the dragon each day a little easier. This week, while I wasn’t fortunate enough to find any missing twenty-dollar bills, I did experience great surprise in my Scion xD tester. Frankly, I expected to be driving a slow, ill-handling, awkward-looking, egg on wheels. Rather, what I found was quite the opposite. This little five-door, which is built on the same platform as the Toyota Yaris, features sporty handling, alloy wheels, and decent horsepower.

PERFORMANCE


I know what you’re thinking. What’s decent horsepower for a car that goes for under fifteen-grand? That is a perfectly legitimate question. In this case, decent is a 1.8-liter inline four-cylinder that offers up 128 horsepower. Before you scoff, consider two things. First, this little scrapper only weighs in around 2600 lbs. So, its power to weight ratio isn’t bad. Second, and maybe more important, its 128 horsepower is better than the Nissan Versa, Chevy Aveo, and Honda Fit. However, those familiar with this review may recall my excitement about the AWD Suzuki SX4 crossover, which makes 143 horsepower. Still, the xD is powerful relative to the majority of its competition. Also, my tester came with TRD exhaust that gave it a throaty sound that, while louder than most, stopped short of obnoxious.

HANDLING


Taking the xD around corners is where it really won me over. This short wheelbased wonder just loved being tossed around the twisties. Like last week, I have to rate it on the pregnant wife scale. For example, my level of enjoyment is directly correlated to the number of times my pregnant wife screamed for me to slow down or let her out of the car. Let’s just say she has no idea how dangerously close she came to getting a little more exercise, if you know what I mean.

STYLING


While I like the look of the xD, something about the front fascia struck me as a little awkward. However, awkwardness aside, it’s a reasonably attractive five-door. Plus, it came with 16” alloy wheels, which are a big bonus in this class. Its interior had a decidedly aftermarket-style feel to it. What I mean, is that one of Scion’s big selling points is that it can be highly customized from the factory. This tester featured piano black plastic trim, and a stereo that had a lot of moving animation on its main screen. It was a little too Fast and the Furious for me, but at least it doesn’t look cheap.

JUDGEMENT


The xD has some good attributes, and some great attributes. I would rank it a very close second to the AWD Suzuki SX4.

Hyundai Adds Luxury Features to Veracruz


OVERVIEW

Hyundai debuted its then all-new premium mid-size crossover utility vehicle, the Veracruz last year. In the past, I haven't been terribly impressed with Korean attempts to penetrate the luxury market. Some may recall my rather unflattering review of the Kia Amanti. So, my expectations weren't exactly stratospheric about the Veracruz. For 2008, the Veracruz gets a number of new luxury features, including navigation, memory for the driver's seat and mirrors, rain sensing wipers, power tilt and telescoping steering wheel, and several others. This is all aimed at enticing buyers who would otherwise be considering upscale crossovers like the Acura MDX, Subaru Tribeca, Mazda CX9, and Nissan Murano, to name a few.

PERFORMANCE

The Veracruz is powered by a supple and smooth 3.8-liter V6. I can’t say enough about how impressed I am with the engine/ tranny combination. Without question, this is an area that separates the men from the boys. This might also be the area where the Veracruz shines most brightly. Not only does its 260 horsepower come on swiftly, but up-shifts occur so smoothly as to almost go unnoticed.

HANDLING

While I would never compare the Veracruz to a BMW or a Lexus in terms of cornering agility and responsiveness, the Hyundai is still pretty darn good. Frankly, I doubt if many would ever drive a mid-size crossover to its cornering limits anyway. Those driving under normal conditions should be especially pleased with ride quality. Additionally, AWD is available in all three trim levels. So, budget shouldn’t interfere with inclement weather motoring.

STYLING

Walking around the Veracruz, I found that its exterior does a pretty good impression of a luxury crossover. In fact, it bears some resemblance to a Lexus RX 350, especially the rear three-quarter view. However, the front fascia cannot be mistaken for anything but a Hyundai. It features a prominent “flying H” logo centered under a wide grill. Its oversized wraparound headlamps also draw attention to the front end. With the addition of the new luxury features for 2008, the Veracruz offers everything you would expect to see in any luxury crossover. One interesting twist which is sure to draw both raves and disgust is optional two- toned brown over black interior, as was the case with my tester. While I think it looks quite sharp, it is sure to be a love/ hate look for many.

JUDGEMENT

I think that the new Veracruz should be on your short list of premium midsize crossovers. Take away the Hyundai badging, and you would think that this was a far more expensive vehicle.

Saturday, January 5, 2008

Q7 is No Turkey



OVERVIEW


This review is being written a few days after Thanksgiving. I hope each of you enjoyed some quality time with your families. My family has a tradition where each Thanksgiving we all load up our cars and head to Bethany Beach, Delaware for the entire Thanksgiving week. This annual journey provides an excellent opportunity for me to put an SUV through its paces. This year I spent my week driving the 2007 Audi Q7, which is an SUV that shares a common platform with the Volkswagen Toureg , and was introduced last year as a 2007model. It was initially offered with a 4.2-liter V8, however a 3.6-liter V6 has now been added as well.


PERFORMANCE


My tester came with the standard V6 powerplant. While clearly not as powerful as the bigger V8, I found the V6’s 280 horsepower plenty powerful to pass slower moving traffic on Maryland and Delaware’s many two lane state roads. The six-speed automatic transmission does a great job of keeping the V6 in its wheelhouse, so that when the power is needed, it’s there. However, because this V6 needs to downshift to access the available muscle, engine noise can be a little distracting from passenger conversation.


HANDLING


The Q7 comes standard with Audi's all-wheel-drive system. Considering that the Q7 weighs just over 5,000 lbs., it feels quite nimble. Furthermore, the Q7's ride quality is quite good, being a pleasant compromise between sportiness for the curvy sections and soft ride over bumpy roads.


STYLING


Since I had the opportunity to get feedback from nearly two dozen family members, I took full advantage. Responses were somewhat of a mixed bag. Nothing negative was said, but there were quite a few ho hum responses. Personally, I think its exterior is one of the sharper-looking designs within its class. It features an even more prominent front grill than that found on Audi's sedans. As I said before, the Q7 is based on the Toureg, although it’s been stretched 13 inches to accommodate the third-row seating. The interior on my Q7 was reasonably well appointed and comfortable. However, instrumentation is difficult to learn, and a little distracting while driving.


JUDGEMENT


Overall, I enjoyed my time with the Q7. It is a livable SUV with good cargo space, third-row seating, and is relatively inexpensive for its class. However, I found both the engine noise and instrumentation somewhat of an annoyance for an otherwise enjoyable SUV.

A4 Offers Choices



OVERVIEW


One of the key strengths of Audi’s A4/ S4 line is that there is a configuration for nearly every budget and taste. Models range in price from the entry-level A4 2.0T at $28,240.00 to the uber-fast V8 powered RS4, which will set you back about $66,000.00. Available powerplants include a 200 horsepower inline four cylinder, a V6, and a macho 420 horsepower V8. Another nice feature of the A4/S4 line is that the optional Quattro permanent all-wheel-drive is available in any of these configurations. Its good that it has these things going for it too, because the A4 competes against some really fantastic cars, including the Infiniti G35 sedan, BMW’s 3-series, Mercedes-Benz C-Class, and many, many others.


PERFORMANCE


My tester, being near the least expensive of the configurations, came equipped with Audi’s turbocharged 2.0-liter four-cylinder. This little engine makes 200 horsepower, and feels quick. While clearly not as smooth as a larger displacement V6 or V8, the little turbo is more than up to the task of providing enjoyable daily driving. An added benefit of the small displacement turbocharged engine is better fuel economy, which the Audi has in spades. With its 30-mpg highway average, you should get you over 400 miles between stops at the gas station. The downside is that engine noise is far more conspicuous than the V6 competitors I’ve driven.


HANDLING


Having enjoyed last year’s A3 S-line immensely, I was really looking forward to the A4, and its optional Quattro all-wheel-drive. I wasn’t let down in the slightest. Also, Mother Nature was kind enough to offer me the opportunity to sample the A4’s inclement weather characteristics, which included rain, sleet, and some snow. Under these less-than-ideal circumstances, the A4 excelled. My only complaint is that the optional sport suspension can be a touch rough over some roads.


STYLING


For many people, the most noticeable part of the A4’s appearance is its large grill. It is also its most controversial feature. For me, the entire exterior and interior appearance of the A4 is home run. The combination of the prominent grill, aggressive stance, and rather understated lines are just gorgeous. My tester came with black leather interior and lots of aluminum accent pieces. It looks simple and of high quality. Unfortunately, every yin has its yang, and there are some problems with the A4’s interior. Because its dimensions are smaller than many of its competitors, legroom is in short supply both up front and in the backseat. Additionally, Audi’s instrumentation can be a little daunting for some.


JUDGEMENT


With its many configurations, the A4/S4 is a rewarding small luxury sedan that offers something for almost everybody.

Thursday, January 3, 2008

New EPA Fuel Economy Bad News for Camry Hybrid?




Fast Forward
By Marcus MacFarland

OVERVIEW

As it turns out, I had the 2007 and 2008 Toyota Camry Hybrids scheduled within a couple of months of each other. Normally, I try to avoid such a thing. However, in this case, there were only a few minor changes between these model years. The Camry got a major redesign for 2007, so the near carryover is no big surprise. Two of the changes for 2008 are rather surprising though. First, the base price actually went down for 2008, slightly. Secondly, EPA fuel economy estimates on the sticker are now supposed to be more accurate, which for hybrid automobiles is quite interesting. Perhaps, the two are related?
PERFORMANCE

The Camry Hybrid is powered by a 2.4-liter DOHC four-cylinder gas-powered engine that gets a 40 horsepower boost from a nickel-metal hydride battery-powered electric motor. Total horsepower between gas and electric motors is 187, with 147 horsepower coming from the gasoline engine and 40 from the electric. Interestingly, EPA fuel estimates for the Hybrid Camry have dipped for this year. While last year’s model was estimated at 40-mpg city and 38-mpg highway, the new estimates are 33-mpg city and 34-mpg highway. I think the latter estimate is far closer to what Camry Hybrid buyers should expect to see. When you consider that the standard four-cylinder Camry gets 21-mpg city and 31-mpg highway, it would take a long time for this option to pay for itself.

HANDLING

While the Camry Hybrid offers comfortable ride quality, its standard 16" wheels betray its cornering ability. I’ll reach and assume that the average Hybrid buyer is not going to find this information to be "An inconvenient truth". Sorry for the bad joke, but I couldn’t resist. Nevertheless, I wouldn’t expect to shred corners between Leonardo Di Caprio speaking engagements.
STYLING

Appropriately, my tester came with green exterior paint. Even though the Monroney called it Jasper Pearl, I would called it sour apple. As I’ve said before, I think the redesigned Camry is the best-looking Camry to date, sour apple paint and all. Inside, it features an attractive and thoroughly modern looking interior. However, while you can get upgraded audio and a moonroof, leather is out of the question for the Camry Hybrid.
JUDGEMENT

If I’ve said it once, I’ve said it a hundred times. The hybrids I’ve driven serve more as a political statement, than a sound financial decision. Realized fuel savings are only a few hundred dollars per year. So, the cost of this option will take buyers quite some time to recoup.

Dodge Caliber Speaks Loudly and Carries a Big Stick





Fast Forward
By Marcus MacFarland

OVERVIEW

These days, the automotive landscape is full of reasonable, practical choices. In fact, the burgeoning crossover market is a great example of this. Our busier and more demanding schedules combined with escalating oil prices seems to be shifting demand towards vehicles featuring smaller displacement engines and lots of cargo space. However, sometimes our vanilla lives need a shot of something more exotic, like mango guava berry. Of all of the vehicles that I would imagine to fit this analogy, the Dodge Caliber would have been one of my last guesses. Stranger things have happened though when you factor forced induction to the equation.

PERFORMANCE

SRT, which is Dodge’s skunkworks group, has placed a heavy emphasis on brute horsepower in all of their vehicles. The Caliber SRT-4 is no exception. In fact, horsepower is likely the awkward Caliber’s greatest attribute. It comes equipped with a 2.4-liter four-cylinder that benefits greatly from a turbocharger. Its 285 horsepower is enough to catapult this hatch to 60 mph in the low six-second range. For the record, the trip to 60 mph, while quick, isn’t easy. The car wants to make a hard right turn under full throttle. This raucous torque steer is quite a bit more overstated than the Mazdaspeed 3 or the Subaru WRX.

HANDLING

Driving the SRT-4 around corners with any speed is a lot like driving it fast in a straight line. It goes fast, to be sure. But, the way it goes around corners approximates wrestling an alligator. When you’re done, you’re excited and maybe exhilarated, but mostly it’s because you’re just happy to be alive.

STYLING

Have you ever seen one of those dogs that is just so darn ugly that it’s cute. My feelings about the exterior looks of the Caliber SRT4 are just that way. When I laid my eyes on this…well, whatever it is, sitting in my driveway, I was strangely excited. Not sure if it’s the 19" rims, ground effects, or the funky spoiler, but I love it. Unfortunately, once I climbed inside the beast, the interior that lay before me wasn’t so impressive. The SRT embossed leather seats are impressive pieces, with great lateral support. However, the abundance of black plastic makes for a rather cheap-looking interior.

JUDGEMENT

This quirky automobile has several great attributes. The combination of brute horsepower, cheap sticker price, and reasonable gas mileage are all quite appealing. The only problem is that other competitors, namely the Mazdaspeed3, feature some of the same attributes without the awkward packaging and low-grade interior.

New Dakota has Big Horsepower in a Small Package

Fast Forward
By Marcus MacFarland
OVERVIEW

There are precious few certainties in this life. However, one thing you can certainly count on, besides death and taxes, is that automakers will always compare apples to oranges. By that, I mean our fast-moving, sound byte-driven existence, makes catch-lines starting with "best in class" or "first in class" more and more pervasive. And, what better way to ensure you can make these kind of claims than to blur the lines within the classes. Such is the case with the Dodge Dakota, which was introduced way back in 1987. If you can remember back that far, the two major players in the small pickup truck category were the Ford Ranger and the Chevy S10. The Dakota was designed so that it was markedly bigger than the Ford and Chevy, but still smaller than a full size F150 or Silverado.

PERFORMANCE

A major difference between the Dakota and the rest of the field can be found in the engine bay. While you can certainly opt for the standard V6, a bigger, beefier 4.7-liter is optional. Thankfully, my tester came with the V8. While not as much fun as the Hemi, this V8 makes plenty of horsepower. If you plan on using this truck for towing, it’ll haul up to 6,700 pounds and has a payload capacity of 1,151 lbs. Also, this V8 can run on E85 gasoline.
HANDLING

Well, the Dakota corners like a truck with a solid rear axle. If you hammer the fun pedal going around a corner, you’re almost sure to end up facing the wrong way. There is also pretty noticeable wheel hop on bumpy roads. All of this is par for the course. Otherwise, its ride is pretty good. I did actually get to use the Dakota to haul a bed-full of junk to the dump, which it did without any difficulty.
STYLING

As usual, my tester came loaded with nearly every option. The exterior featured manly-looking 18" chrome wheels, which go a long way towards making a smaller truck look rugged. The interior, which was shod in leather and included DVD navigation, was also packing an abundance of plastic. For a truck that stickers north of thirty grand, the plastic makes it seem rather cheap.
JUDGEMENT

If you are looking for a smaller truck that is capable of real work, the Dakota’s V8 makes it a real competitor. However, fit and finish in both the Toyota Tacoma and Nissan Frontier are better.