March 23, 2007

2007 Audi S4 – Holy Imola!

Imola is the name of a little town in Italy, located on the plains to the east of the Apennine Mountains. The region is filled with such passion for racing cars it makes Laguna Seca seem like Autopia at Disneyland. If you close your eyes you can envision the great marques making their way through the Italian countryside, nose to tail, a little road rashed, weaving their way through the hills at red line. Ferraris, Alfas, Maseratis, have all cut their teeth in and around the town of Imola. The Mille Miglia even ran through the hills behind Imola. Therefore, it seems quite fitting that Audi used ‘Imola’ to describe the yellow paint stuck to the exterior of this particular 2007 S4.

Mild Mannered?
If not for the Imola Yellow paint this S4 could have been merely a mild mannered four-door sedan and perhaps a more mature color would have been more appropriate. A more muted color would make the S4 a true Q-Ship. The S4’s main body lacks the muscular fender flares found on its more aggressive brother, the RS4, and the badging is subtle. For the most part the S4 mirrors the basic A4, but packs a bigger punch with a 4.2L V8 with 340 normally aspirated horsepower (A4 w/3.2L V6 is @ 255 hp), a six-speed manual and Quattro AWD. The same 4.2L V8 found in the larger A6 Sedan.

http://blog.vehiclevoice.com/2007/01/audi_a4_32_quattro_sline_teuto_1.html

Train of Thought
For years I had the pleasure and privilege of driving Porsche 911s and could think of no suitable substitute. But I’ve seen the future of German automobiles I would lust after, and they wear the ‘Audi’ badge. The honor to drive this S4 came last weekend and the opportunity to visit a relative in Santa Barbara presented itself. California’s Highway 1 is just a little further north and is definitely a must for any auto enthusiast. It offers the driver a little latitude and you can leave the fray of the cities far behind. The roadways on this trip offered the freedom to engage in an untainted driving experience with the S4 and I must submit that I reached some kind of nirvana.

Composure under Duress
The S4 provides usable horsepower through a very smooth power band while remaining taut and grounded with Audi’s Quattro AWD (no traction was lost). The lateral cornering force and engine torque matched the S4’s traction and suspension control. The result was outstanding communication of vehicle dynamics to the driver. I was amazed.

Experience has taught me to be very aware of weight distribution when cornering, as Porsches tend to have a rear weight bias and oversteer. The S4 had none of that. I didn't have to be as concerned about the S4's breaking point. This meant that a driver could push the car a little harder and deeper into the corners than a typical 911.

Sport Sedans
Segments have been known to ‘morph’ or change over time and although there will most likely always be two door sports cars, sport sedans have become so good they almost make sports cars obsolete. Its true, sport sedans may never be as sexy as two door coupes and they’re definitely not exotic but they’ve still got performance, versatility and teeth. This S4 did handle and perform better than the last air-cooled 911 I drove.

Around the Campfire
Back in the office there was a short discussion about the S4 and to my surprise many of my colleagues decided that it was NOT a vehicle they could live with. The interior is not spacious enough and the suspension is too taut. Their points were very valid but like everything in life there are trade-offs that many people would not mind making. I for one would be willing to make the trade-off. There was also mention of NVH (Noise, Vibration, and Harshness) but as you know, weight is the nemesis of performance and the lack of additional sound dampening material may have made the vehicle that much lighter, albeit the interior cabin was quite noisy at times (especially on concrete roadway) I didn’t care. Overall, the S4 was very well put together and there were no squeaks or rattles.

Again, Audi deserves kudos for their excellent interiors. They do have some of the nicest interiors in the business. However, I would suggest the center armrest be ripped out and mailed back to Ingolstadt COD (However, we could have used a center armrest that adjusted fore and aft instead of up and down – the current one was forever in the way; especially when shifting). It spent most of the journey in the ‘up’ position. The ‘body kit’ on the S4 did add to the overall aesthetic but unfortunately most of what resembled ducting was not functional. In the future, functional ducting might be a nice touch.

A Few Thoughts
If I had my way I would redesign every Audi with a little more bold/aggressive styling and sell every Audi in the USA with Quattro AWD. Before it reached the end of the assembly line I would rip the CD changer out of the glove compartment and place it (if at all) in the center stack above the ESC and Hazard lights. With MMI technology reaching iTunes integration, phone integration (w/uploadable music), etc. this may be a moot point.

Speken Ze Deutsch?
So the car is not perfect… but it did speak my language. Just like old friends we ‘clicked’. There were no awkward feelings and the conversation between the two of us could go on for hours. It may not be the car for everyone and at $57,020 USD I know it’s not for me either but someone out there with a trust fund, who appreciates a tight sports sedan is going to love it.

A4 3.2 vs. S4 4.2
Notes: After the first few miles of driving the S4 4.2L I still preferred the Audi A4 3.2L (To see last blog – click HERE). The V6 felt a little lighter, more ‘sprightly’, and got better fuel economy. However, after our little road trip I must admit that the S4 would be my first choice if I could afford it. The power band is much smoother, the added weight helps the car feel more solid and more mature, while the different transmission felt smoother and the clutch refused to punish the driver (great clutch!). Not to mention the sounds of the V8 out the quad exhaust. I think the word of the weekend was ‘smooth’. The S4 was so much smoother than the A4 3.2L in so many ways that it might offset the increased fuel expenditures and higher MSRP that comes standard with the S4.

The Future
When looking to the future Audi plans to be at the forefront and I think they are on their way. They are launching an offensive that should eventually put them ahead of both Mercedes-Benz and Bavarian Motor Works earning the title as the largest luxury automotive manufacturer. They are looking to both change people’s perception of the brand and nearly double their model line up. As for the former, it is really just that, a perception. As to the later, Audi AG currently has 22 models and has plans for around 18 more are in the works. Those interested should also expect ‘Diesel’ to come to the forefront of the marque’s lineup.

Posted by Keagan Patrick at 01:26 PM | Comments ( 0 )

March 21, 2007

Cadillac STS-V - America's Most Powerful Sedan

Ah, this is more like it. The 469-horsepower supercharged Cadillac STS-V is what a high performance interstate cruiser is all about. Large, substantial, spacious, fully featured, blindingly fast, the STS-V, in most cases, more than fills the bill for affluent drivers who covet luxury as well as performance.

Now, I know my colleagues who like more nimble cars pooh pooh the STS-V, but this car certainly has its place. In fact, when the STS-V rolled out of our lot an Audi S4 with its 340-horsepower V8 and a six-speed manual transmission rolled in. The younger, sportier folks gravitated to the Imola yellow S4 and shed nary a tear for the STS-V. Me, I'd take the STS-V in a heartbeat.

Docile, Flexible Around Town

Around town the STS-V is a docile luxury sedan capable of lumping along at surface road speeds without overheating, stumbling or doing any of those other untoward things high performance cars have been known to do in the past. When canyon running the STS-V holds its own. It's not as fun as a Miata or the Saturn Sky Red Line we just had here at AutoPacific and VehicleVoice. It takes a bit more work to really push it around the twisties, but it conveys a strong sense of purpose and confidence. So what is the reason for the STS-V?

What is the Strength of the STS-V? - Most Powerful American Sedan

For the person who can spend $78,000 on a new car, the STS-V has the performance and cachet to perform with the likes of the BMW M5, Mercedes E63 AMG and Audi S6. The M5 has 500-horsepower 5.0L V10 engine. The E63 AMG has 507-horsepower from a 6.3L V8. The S6 has "only" 435-horsepower from its 5.2L V10 engine. The STS-V has 469-horsepower from its 4.4L Supercharged V8. Not as many horses as BMW or Mercedes, but substantially more than its closest American sedan rival - the Chrysler 300C SRT-8 with a 425-horsepower 6.1L V8.

How can you use all this horsepower? Well, we have learned from participants in AutoPacific research that power has evolved from being an irresponsible attribute to a very important component of vehicle safety. Power gives you the ability to merge effortlessly onto a freeway. Power minimizes the time exposed to danger when passing. Power can help you avoid accidents. So, if we try to rationalize why we NEED 469-horsepower these are some reasons to give the little woman.

Easy to Live With

And for those of us who covet size, the STS-V is larger than any of the Germans and about the same size as the Chrysler. The seats are comfortable and supportive. Ergonomics are good. Ingress and egress is easy. The last generation navigation system installed in the STS however is not as good as the all new General Motors units and cries out for an update. The new GM system is world class. Will have to wait for the STS update next year to get the latest and greatest.

Keagan's Notes (Just before he was fired):

That’s more like it? It’s a land yacht. The only thing missing are the oars and a few Vikings!

Joking aside George’s description is quite accurate. The STS-V is more of an interstate cruiser; large, substantial, and spacious. I was impressed with its ‘straight line’ performance and interior build materials. The STS-V is docile, borderline boring, but definitely performed like a ‘muscle car’, which means the golf champion or doctor from Ohio could get into their STS-V and blow the doors off some punk kid in a Camaro, but he probably won’t because he didn’t take his heart medication and there’s a sharp turn at the end of the street.

The 469 horsepower felt a little neutered to me and there was body roll, but the almost 4400 lb. curb weight may have something to do with that. In the end, George is probably right, the STS-V would be easy to live with but I personally would take the Audi S4 over the STS-V every day of the week and twice on Sunday. The STS-V does portray the image of ‘I have arrived’ at a certain status in life and maybe it’s just that I haven’t made it there yet. - Keagan

Posted by George Peterson at 10:43 AM | Comments ( 0 )

March 18, 2007

Bentley Continental GTC - Daddy Warbucks Visits AutoPacific

Our erstwhile car designer Internet mogul Cornelis Steenstra of CarDesign.tv dropped by last week with an absolutely gorgeous Bentley Continental GTC. It tops out just above $200,000. We took the opportunity to take a couple of candid shots while it was positioned on AutoPacific's showroom turntable for Cor's video critique. AutoPacific and VehicleVoice staffers couldn't help crawling over the car. We even figured out how to open the hood!

Sat in it, drooled over it, but didn't have a chance to drive it.

Someday!

But, frankly, I think I am more of the Bentley Continental Flying Spur type myself. Those extra two doors more than make up for not having open top motoring. The Flying Spur is much more of a Daddy Warbucks kind of car.

Posted by George Peterson at 01:32 PM | Comments ( 1 )

March 12, 2007

Saturn Sky Red Line - Corvette Light or Extra-Strength Miata?

Having me review a 2 seat open top roadster is like having Ed Begley talk about the virtues of an electric vehicle. Objectivity may be a stretch. I’m already a choir member. I just have too many fond memories of riding with my big brother in his Datsun 1600. Cars were invented to have their roofs removed, and their gears selected by the driver. It’s no surprise that I like this vehicle. A lot.

The Look

Talk about a head turner. This vehicle got more attention than grenade in a wedding cake. I probably didn’t hurt that our vehicle was bright red, but I think this vehicle would draw a crowd in any color. I answered more questions from strangers than any other vehicle in recent memory. From geriatrics to kids on skateboards, I received nothing but rave reviews on its exterior styling. My favorite? “It’s a Saturn? But it’s so pretty?”

EDITOR'S NOTE

At first, several of us at AutoPacific were critical of the Saturn Sky. Without driving it, we could critique the substandard interior materials and the truly abysmal cupholder, the lack of storage and on-the-ground sitting position. Appreciating the Sky Red Line is to drive it... hard. Luckily, part ot my commute is through a canyon with dramatic climbs, dips, variously aggressive curves, little traffic even at rush hour. This is where the car really comes into its own. The 260-horsepower provides punch whenever you want it and the wide track shod with sticky tires kept the Sky where you planted it.

On the other hand, Sky's styling goes into the toilet when the convertible top is up. Also, with the top up, the car is almost impossible to get into or out of. For those of us who are a bit width challenged, a couple of more inches of shoulder room would be nice. But even with these niggling complaints, why doesn't Sky sell better. Is its success, or lack of success, proof that the market for small 2-seaters is really saturated when Miata, Solstice and Sky are all available at under $25,000.

The Top

The top requires a bit of practice to work with. Not immediately a one-hand operation like the Miata. When up, it fits like OJ’s glove, with two flying buttresses over the rear deck-lid that have the look of a kit car. I can’t comment on the insulation of the top, as it was perfect weather during my test. Wind noise is about what you would expect in a car like this. It could use a clear wind baffle, which would also help reduce the considerable amount of condensation that blew onto the center console from the rear cowl after a night out on the town.

The Interior

While the Sky has a notably nicer interior look than its sister, the Pontiac Solstice, the poor quality of the plastic stands out on closer inspection. The dash looks nice until you touch it. Then it makes you ask how much the car costs. The instruments are easy to ready and laid out well. No training is required for the HVAC. I’m a real fan of GM’s new radio. It takes almost no learning to understand.

Storage is nil. No door pockets. A glove box that is one-half the size of its door. Three cup-holders that must have been imported from Germany, as they are almost useless. Two of the three are shoulder-high between the seats.

The Drive

My wife immediately called it crude, and she’s right. From a refinement standpoint It reminded us both of her Datsun 260Z. It feels a lot less refined than a Miata; more like a Corvette for the weak of heart. The car shakes more than a Miata and the transmission is clunky, at best. Many of our staffers noticed a loud rattle when launching the vehicle from a stop, or in parking lots. The sound is pretty embarrassing.

But mash down the pedal and you start to forget about the Miata’s refinement. Your can feel the 260 horses in your lower back. Turn off the traction control and you’d swear there were at least 2 more cylinders under the hood. “This is a Saturn?” “How am I going to tell my friends that I drive a Saturn?”

Specifications:

Sky Red Line Engine 2.0L Turbocharged 4-cylinder
Standard Transmission 5 Speed Manual
Horsepower 260@5300 RPM
Torque 260@2500 (foot/lbs) @ RPM

Posted by Dan Hall at 05:43 PM | Comments ( 1 )

February 28, 2007

2007 Jeep Patriot: An Off-Road Prince

Jeep's Second Crossover SUV Really Takes Compact Crossovers Off-Road
Jeep followed up the Compass, which went on sale in November 2006 (click here for our first Compass drive), with a tougher, more off-road-capable, and more traditional Jeep crossover SUV in the Patriot. Though we brought you news of the Patriot following its introduction in New York last year (click here), AutoPacific staffers were invited to be among those taking the first drives. Compass and Patriot share quite a bit, both under the skin and in the interior, as they use the same platform. Compass follows the "modern" side of Jeep, which includes the Grand Cherokee. Jeep considers the Patriot a traditional Jeep, like the old Cherokee, the Liberty and new Commander.

To successfully fill the traditional Jeep role, Patriot needs to support its Cherokee-inspired design with legitimate performance, if not Wrangler ability. So Jeep offers Patriot in three driveline flavors, standard front-drive, Freedom Drive I all-wheel-drive, and Freedom Drive II Trail Rated all-wheel-drive. Freedom Drive II gives Patriot best-in-class (Crossover SUV class) off-road ability. But Patriot competes in a class better known for inclement-weather driving than off-roading; they aren't targeting off-road performance. If the Wrangler is Jeep's off-road King, the Trail-Rated version of Patriot is its Prince. This prince better be more capable off-road than the Hyundai Tucson, Kia Sportage, Honda CR-V, Jeep Compass, and Subaru Forester.

Patriot Succeeds on Moderately Challenging Trails
Patriot easily tackled the desert trail Jeep picked out, albeit with a lot of dust and a scratch here and there from vegetation along the side of the trail. The trail, also used by four-wheelers and dirt bikes, was not designed by Jeep. Not as demanding as the Rubicon Trail (which Jeep does not say Patriot can handle), the trail presented a reasonable challenge. A washout section with loose gravel and dirt for faster, rally-style driving was even more fun than the rock-crawling section.

The Patriot can make a novice off-roader (particularly with a good trail guide) feel like a bit of a hero. With traversing the trails as or more difficult than Rubicon as a frame of reference, the Patriot did not impress seasoned off-roaders with hardcore ability. But that takes Patriot out of context. Patriot isn't meant for the heavy-duty off-roader, and it does have good capability for novice or occasional off-roaders. Freedom Drive II is mated to a standard CVT2L transmission with a low ratio. As a continuously variable transmission, this isn't a true two-speed transfer case setup like the Wrangler. Freedom Drive II uses a series of electronic aids to control braking and wheelspin, beginning with the standard electronic stability control and ABS (with on- and off-road calibrations) and adding brake traction control and hill descent control. Getting up and over rocks and logs required more use of throttle and brake than Wrangler did over the Rubicon last August (click here). This multi-purpose trail included a narrow, twisty stretch that showed off Patriot's maneuverability and short turning circle. The Patriot was nimble and easy to work down the path.

On Road Presence Average

While Patriot easily beats its segment off-road, on-road it isn't a star. Interior noise was reasonably low, allowing for conversation amongst four of us with relative ease. We also took a Honda CR-V, available as a competitive comparison, out for a quick spin; the CR-V's engine and transmission were notably louder and rougher. Patriot's 172HP is competitive by the numbers, but merely adequate. The engine provides plenty of power for off-road driving, where slow speeds and patience prevail. But the available power on-road and through some elevations is not impressive. On-road, we had a five-speed manual transmission, which allows for more involvement and rewards you with satisfying shift feel.

The interior looks strong and capable, with a sensible use of chrome/satin finish accents balancing its utilitarian personality, though not all materials feel as solid or smooth as one might hope. The two-tone color scheme, whether leather or cloth, dresses up the environment nicely. Features like the ChillZone cooled glovebox, ABS, ESP, an MP3 jack and the armrest with the flip out storage pocket are standard, though the Sport gets roll-up windows and manual locks and mirrors unless various packages are ordered. Options include the drop-down tailgate speakers, Sirius satellite radio, the removable/rechargeable cargo-area dome light, and power windows, locks, and mirrors. Limited models can be ordered with UConnect (though the button is there on all models, forever reminding you what you didn't buy), a navigation system, and a sunroof.

Cheap Off-Roader
Though it seems that the Compass would be the more logical entry vehicle because it cannot be optioned up to the Jeep's Trail Rated capability, the Patriot is the entry product. It is in some ways academic, as the base price difference between Compass and Patriot is $1000 and the Patriot can be optioned to the $27,000 range (a Limited Freedom Drive II starts at $25,530). Compass cannot be ordered with the Freedom Drive II. Jeep makes both Freedom Drive I and II available with the Sport model. This means a base Trail-Rated Patriot with manual locks, windows, and mirrors and a handful of options starts at only $19,175. The Sport in front-drive starts at less than $15,000 (all prices include destination). A Patriot Limited can be had in front-drive, Freedom Drive I and II versions. Initially expected for the fourth quarter of 2006, the Patriot didn't arrive in dealers until the first quarter of 2007.

Posted by Stephanie Brinley at 08:18 AM | Comments ( 0 )

February 27, 2007

2007 Sierra 1500 4x4 Crew Cab SLT - Every Good Cowboy Needs a Good Horse

American icons like the Statue of Liberty or John Wayne conjure up images of patriotism and true grit. But the Statue of Liberty was a gift from the people of France, John Wayne’s real name is Marion Morrison and this is an automotive web site. So, that leaves us with things like John Deere and the new GMT900 trucks from General Motors, which have a long history, heritage and iconic status.

AutoPacific and VehicleVoice staffers have been evaluating a 2007 GMC Sierra with a list price of $47,135... WOW! Looking at the LA Times this weekend, I saw some full size half ton pickups offered in the mid-teens. Let's see if there is enough "product" in the Sierra we are evaluating to justify the price.

Sheet Metal
With the 2007 Chevrolet Silverado roping in Motor Trend’s Truck of the Year we thought it would be interesting to saddle break the 2007 GMC Sierra; the Silverado’s supposedly more ‘posh’ counterpart. If we start with the exterior of the truck we notice that the overall styling is ‘boxier’ than that of the GMT800. The fender flares are no longer plastic/composite extensions stuck on with double-sided tape and a couple screws; they are integrated into the sheet metal of the fenders. Gaps between body panels, headlamps, grills, bumpers, etc., are much improved over the last generation.

The Competition
It is only fair to compare the GMC Sierra 1500 with the Ford F-150, Dodge Ram 1500, Nissan Titan and Toyota Tundra. Overall, aesthetically, the GMC is just as rugged, tough and brawny as the competition. Only the Ford Super Dutys with its purpose-driven, utilitarian like craftsmanship and solid front axles can really emasculate the driver of the GMC. Then again, all Super Duty’s are 3/4 or 1 Ton trucks and not really in the same class as our half ton.

In The Saddle
This particular 2007 GMC Sierra is impressive. Not only has close attention been paid to fit and finish on the exterior but the interior as well. Things looked and felt ‘tighter’ than they had been in previous generations. Ergonomically everything was where it should be. The interior looked and felt more like a mid to high-level sedan with some build materials falling short of only the highest expectations. Overall, touch points are softer. The parking light/headlight controls and 4x4 controls are now rotary dials wrapped in a rubberized rim (instead of the old hard plastic rotary dial and push button 4x4) , the instrument panel is much more car-like and no longer protrudes into the cabin area. It looks much ‘cleaner’. I personally appreciated the location of the back-up sensor warning lights; integrated into the C-Pillars. This location allowed the driver look over their shoulder and watch the warning lights indicate the truck's distance to objects.

Performance
The more I drove this truck the more I liked it. It soaked up bumps better than the GMT800 and seemed a little more solid. The fact that mechanically the GMT900 is basically carryover (same V8s available 4.8L, 5.3L, and 6.0L – Vortec Max) didn’t bother me too much. Aside from what people may say about the competitions 32-valve, dual-overhead-cam engines the basic layout and performance provided by GMs simpler ‘Vortec’ engines is great. The 6.0L Vortec Max performed very well but what weighed heavy on my mind was the four-speed 4L80e transmission. In order to compete in this segment these trucks now need a six-speed transmission. This would probably improve fuel economy and performance. Instead, the 6.0L Vortec V8 had ‘Cylinder Deactivation’ which is now running its covert operation under the alias of “Active Fuel Management Technology”. This ‘technology’ shuts down four cylinders on the highway and makes for great EPA fuel economy ratings. This particular GMC Sierras fuel economy was rated at 15 city/19 highway, which is pretty impressive given this trucks size and weight.

Conclusions
So, is it a nice truck? Yes it is. Are there enough Cowboy’s interested in buying a 2007 GMT900? There better be! GM ‘bet the farm’ on them and they need the revenue generated by these trucks to be profitable. Although there is some room for improvement I think GM knows what changes need to be made.

Great Selling Features:
• Our particular truck came with disc brakes all the way around (not true for all 2007 GMT900s – some come with rear drum brakes)
• Interior is very nice (almost too nice for a truck!?
• Heated Seats were wonderful and made me wish for a cold winter day
• Center Console doubles as an Arm Rest; it’s huge and offers great storage space
• Power rear sliding window is a great feature! (Why not have the whole rear window retract like the Toyota Tundra CrewMax (or 2006 DoubleCab)

Room For Improvement:
• Sticker price (MSRP) of $47,145 seems a little steep
• No Sun visor extensions
• No bed liner or spray-in bed liner or composite bed (at over $47K)
• Mammoth windshield Wipers (not blocking visibility) but definitely a distraction
• Radio/CD/DVD/MP3/XM Satellite Radio/Navigation/ Rear Seat Entertainment Package was a little pricey at $3745 USD?
• Unladen the truck did ‘buck’ (or bounce) while at speed (Which is expected from most trucks – especially when the roadway is constructed out of concrete sections)
• Six speed transmission (6L80/6L90) needed. Not a four speed! I would trade cylinder deactivation for a six speed!

Posted by Keagan Patrick at 11:49 AM | Comments ( 0 )

February 22, 2007

2007 Suzuki XL7 - Needs Lessons in Quietness

We have been wanting to drive the new Suzuki XL7 ever since we heard that it would be a larger derivative of GM's Theta platform that underpins the Chevrolet Equinox and Pontiac Torrent. What separated the XL7 from its GM brethren is its 3.6L V6 engine with 252HP . The GM models have a 3.4L V6 with 185HP. The staffers at AutoPacific and VehicleVoice have just finished a week-long evaluation of the new 2007 XL7.

XL7 Can Be Priced Above $30,000!

To match its size and power, the XL7 is base priced a bit above $22,500 and tops out at $29,000 for a Limited AWD model. Add the nav system like our evaluation XL7 had and the price peaks at $31,200. Wow! A Suzuki priced above $30,000. Base-to-base the XL7 is about $1,000 over the smaller Pontiac Torrent but reaches much higher. BTW: a base Ford Explorer XLT is $24,600 (V6), about $2000 higher than the XL7 and can top out over $33,000. But the Suzuki is certainly in the same price category.

Apparently this pricing strategy has caused Suzuki dealers some indigestion and they have asked Suzuki to shift the model mix being produced from being heavily loaded models to more base models. This will give them models at a lower price point at the dealership.

XL7 is LARGE

The XL7 has a 112.4-inch wheelbase, an overall length of 197.2-inches, overall width of 72.2-inches and overall height of 68.9-inches. We were lucky enough to have an Explorer in our parking lot to compare with the XL7. Explorer is 113.7x193.4x73.7x72.8... longer wheelbase, shorter overall length, a bit wider and a bunch taller. It's surprising that the Suzuki is actually larger in some respects that the Explorer.

The photo below shows the XL7 parked in a spot adjacent to an Explorer - almost hidden in the background.

Inside the XL7 Limited with leather seats is comfortable, but the seats are a bit hard and the interior styling lacks the finesse of many of the newest Crossover SUVs. The surface radii (especially for the console) are too sharp and the interior, while functional (good), doesn't flow particularly well. Our finicky rear seat passengers complained that the 2nd row seats were too hard, but, knowing who was complaining, maybe they were really OK.

The cargo room with all three rows of seats up is relatively small. With the 3rd row down cargo room is pretty good but narrower than our comparison Explorer. The 3rd row seats are 50/50 affairs and are easy to fold down. The cargo area is carpeted in mouse fur - a particular peeve of ours - and would benefit from a heavy duty washable cargo mat.

Driving the XL7 - OK, But Noise Needs to be Reduced and Quietness Improved

The XL7 is a pretty nice drive. It has enough power when empty to feel sprightly. It handles OK without much ride harshness. The XL7 is maneuverable and can fit into compact parking spaces. It doesn't feel that it takes as much effort to dock as an Explorer, for instance.

Under acceleration our perceptions of the XL7 were really hurt by the terrible NVH the vehicle has. Push the accelerator even a little and the engine gives out some sort of blaaaaaaaaaaa sound. Not only does the exhaust note need a lot of fine tuning, the cabin needs a lot more sound deadening material. This level of noise... and objectionable noise at that... may be semi-acceptable in a 4-cylinder Vitara (I know only the Grand Vitara is still with us here i the USA), but for a vehicle $30,000 that tips the price chart at over $30,000 this level of NVH is unacceptable.

Posted by George Peterson at 11:48 AM | Comments ( 0 )

February 19, 2007

2007 Chevrolet Corvette ZO6

Today's top of the Corvette lineup is the ZO6. Five-hundred-five horsepower and 470 lb-ft of torque from its 7.0L V8 engine. Brembo brakes with red painted calipers showing conspicuously through its spoked 18-inch and 19-inch alloy wheels. This car is the ultimate of the boy racer set. Put on your gold chains and let's go!

After months of waiting, the fine folks at Chevrolet finally got us a ZO6 for three days of evaluation. We had been on the list four times before, but apparently Southern California journalists don't know how to drive a car with 505HP and kept pranging the thing. Finally, out of the repair shop (or is it an all new car?), we got our chance at the ZO6.

Clearly, the C6 Corvette is the best 'Vette ever. Even the package is better. While Corvettes have never been the easiest cars to get into and out of, this one is reasonably easy. Fall into the car. Sit inches from the ground. Study the lug nuts of the Peterbilt in the next lane. Crawl out. No problem. Visibility is OK with the prominent front fender arches showing where the front end of the car is. Much more solid than ever before, and with a reasonably supple ride even in its most aggressive configuration, it does not require a kidney belt to drive it.

On the downside, the ZO6 has a typical Corvette interior that still comes across more like an economy car that costs $70,000 MSRP. The materials just aren't there. The finesse isn't there. The steering wheel is uninspired. With the newest models to come out of GM getting great interiors it will be the Corvette's turn next time around. It really needs an upscale, still sporty interior with all the latest bells and whistles.

But driving the ZO6 is where it is at, right? A bit of practice is required to launch the car from 1st gear without a bit of a shudder. Flick through 2nd and then hit 3rd. YEEEEEEEEEEEHAW!!!!!!!!!!. That 3rd gear is a beauty. Keeps you pressed back against the seat forever. When you decide you have had enough, the Brembo brakes pull the car down with confidence. Compared with a 2006 ZO6 we drove last year at the inaugural meeting of the Flying Bull Auto Writers Club at the former El Toro Marine Air Station subtle changes in the '07 model is much more "of a piece".

But, frankly, we wouldn't want to live with it every day. The ZO6 is a thrill to drive, but as a daily driver, the consensus around VehicleVoice and AutoPacific is that we'd take a regular ol' C6 Corvette. Sure, we'd option it up, but stop short of the GO FAST ZO6.

But, how about this for a concept? Take the ZO6 as base. Make a shiftable automatic available. Spend $5,000 more on the interior and increase the price by $15,000. This would make the ZO6 into a car you could drive every day AND earn an even more tidy profit for the folks at Chevrolet.

Posted by George Peterson at 11:55 AM | Comments ( 0 )

2007 Mitsubishi Galant RalliArt

The current generation (PS41) Mitsubishi Galant has been on the market in the USA since Fall 2003. Designed to be fully competitive with the big dogs in its class - Toyota Camry, Honda Accord and Nissan Altima - Galant is about the size of the Accord, bigger than Camry and Altima (and the Hyundai Sonata). The car feels big for a Mid-Size Car, but size alone does not make for a competitive Mid-Size entry.

Our impression of the Galant is that it is a good basic car beset by too many cost-reductions that could be obvious to the buyer. Where most product planners would lament that they were $50-$100 short of a great car, the Galant planners were probably lamenting of a $500 shortfall. Somehow, the financial community won the product content battle and it's tough to sell an obviously cost reduced car agaist the likes of Camry and Accord. The last generation Nissan Altima learned that lesson.

Premium Mid-Size Cars - Most Competitive Car Segment

In this most competitive of car segments, a car has to be superb to achieve class-leading status and Galant falls a bit short but it does deserve a look. It is now the oldest of the major competitors in the class. OK, all its major competitors are on a five-year product cycle. Camry was all new for 2007 as was the Altima. The Honda Accord received a major rear end freshening for the 2006 model year. Sonata was all new for 2006. With a normal cycle life, the Galant would be due for a major change in late 2008 as a 2009 model. So a major change for the Galant is not late - yet. Most Asian brands have a moderate mid-cycle freshening to keep interest up, but Galant got a very minor change for the 2007 model year and added the range topping RalliArt version.

We had not driven a Galant at VehicleVoice and AutoPacific since its launch and the intro of the new RalliArt edition gave us the perfect opportunity to see how the Galant has evolved.

When we first got into the Galant, we were reminded how large it is. It is easy to get into and out of. Its doors are generous and even foot clearance getting into the rear seat is excellent.

In the RalliArt version, the interior is very functional. There is unique instrument cluster graphics which admittedly looked a bit blurry to my aging eyes. Maybe it was the font used, but the tachometer and speedometer numbers looked fuzzy.

The center stack is laid out very well with the appropriate sequence of instrumentation. The navigation system is on top - well within the eye line for easy visibility. Just below the nav screen is the audio system and then below that are the heater/air conditioning controls. Easy to read. Easy to figure out. The only downside is the navigation system graphics look old tech in these days of multi-color displays with oodles of information. This was a good, basic display with few bells and whistles.

Minor points, but the steering wheel and shift lever were not substantial enough for a sporting model. The steering wheel, wrapped in leather, seems skinny in days when beefier wheels are the norm. The shift lever, also leather wrapped and with contrasting stitching, is too narrow. It needs to be wider, or more sporting. The sport accelerator and brake pedals are an unexpected highlight.

One disappointment is that the trunk lid is not trimmed. Here we have the top of the Galant and Mitsubishi range in the USA and the inside of the trunk lid is bare metal - painted, of course - but not carpeted. Years ago, we learned in research that one of the first places a buyer looks at a car is in the trunk. Why? Because they believe that the way a manufacturer trims the trunk gives clues as to the overall quality of the car.

Driving the Galant

The Galant is a very pleasant car to drive. The RalliArt version is powered by a 3.8L V6 with 258HP and 258 lb-ft of torque. The Honda Accord (253HP) and Hyundai Sonata (234HP) have less horsepower and Toyota Camry (268HP) and Nissan Altima (270HP) have more. So, Galant is in the middle of the pack.

The Galant's V6 is a bit buzzy. Not as silky smooth as the Nissan VQ V6, but on a par with the Camry and Honda V6s. It feels superior to the Hyundai unit. All in all, Galant has adequate power, moderate torque steer and OK, but not superior quietness.

Galant Worth Considering if Looking at Premium Mid-Size Cars

Galant is a Mid-Size Car worthy of consideration. Mitsubishi carries a warranty superior to that of Toyota, Honda and Nissan. Its cars are known to be reliable. Because of negative press in recent years, Mitsubishi sales are down in the USA. So there should be good deals available on the Galant. Give it a try.

Posted by George Peterson at 09:43 AM | Comments ( 0 )

February 15, 2007

2008 Dodge Avenger: Stuck in the Middle With You

We brought you coverage of the Dodge Avenger concept reveal at Paris (click here), then the production reveal in Detroit (click here). We recently had the chance to drive the Avenger around Phoenix, and now we bring you the first VehicleVoice and AutoPacific driving impressions. Avenger relies on its looks to draw buyers in and close the deal, as it settles mid-pack among its mid-size sedan competition (Ford Fusion, Pontiac G6, Saturn Aura, new-for-2008 Chevrolet Malibu, Mazda6, Kia Optima) by nearly every other measure. Inside and out, it is better than some, but not so good as others. Avenger is head and shoulders above the 2001-06MY Stratus, but Stratus had been allowed to slip into mediocrity, and Avenger competes against modern offerings instead of the past.

Competent and Entertaining, Not Inspiring
Avenger is offered in three trim levels, with three engines and two transmissions. I first drove an Avenger SXT equipped with the 173HP 2.4L I4 and then an R/T with the 235HP 3.5L V6; both offer automatic transmissions with four forward gears for the I4 and six for the V6. The SE and SXT are standard with the 2.4L I4 and R/T with the 3.5L. The SXT can be ordered with an E85-capable 2.7L V6. The SXT also offers a sport appearance package, so it can be dressed up like an R/T for less money. An R/T AWD arrives during the second quarter of 2007, but wasn't available on this drive.

The 2.4L I4 uses its 173HP to move 3400 pounds, and manages the job as well as you might expect. It isn't quick, but it gets the job done for buyers looking toward the value-for-money side of the equation. The 2.4L is also stronger than most of the competing I4 offerings, not true of the R/T's V6. The benefit of giving up power is solid fuel economy (26/30 city/highway, even with the revised 2008 EPA math) from a nicely sized and equipped, competent sedan for just under $19,000. The 2.4L has decent mid-range response, where drivers spend the most time. Off-the-line acceleration is predictable. The combination can be noisy at full throttle, though perhaps a little less than you'd expect. Passing maneuvers should be planned, but can be accomplished.

Though the 2.4L does not get you a quick vehicle, moving to the 235HP R/T won't have you winning all the stoplight races. It does provide a reasonable amount of power through an automatic geared to maximize acceleration at the low end, helping the Avenger feel quicker than its number indicates. This middle-of-the-road engine offers more power than the Ford Fusion and most Mazda6 models, but GM's mid-size trio offers more power and also benefits from a six-speed automatic. The R/T doesn't suffer from obtrusive torque steer, a challenge that higher-horsepower, front-drive vehicles have to manage. All in all, pushing the R/T is entertaining, but it is not powerful or crisp enough to inspire seriously enthusiastic driving. It is comfortable at cruising speeds and on highways.

The difference between the standard SE/SXT suspension and the R/T sport suspension stands out quickly and actually feels different than the standard setup. It is also unusual to offer two suspension setups for this segment. Using the same components, the stiffer R/T setup and more precise steering offers more responsive handling. The sharper R/T suspension is more rewarding for enthusiastic drivers. The entertaining setup offers more precise steering and road feel, but it is not stiff enough to be confused with a sports car or to be uncomfortable on rough roads.

Designer Ryan Nagode and his Avenger

Designed to Grab Attention
Dodge worked hard to give Avenger the brand's signature attributes, leaning heavily on design and personality to carve out a niche in a typically bland segment. The Avenger's look speaks to the bold, aggressive Dodge personality with elements from recently successful models. The Avenger tries on the Charger's shoulders and blacked out B and C pillars, to help hide the height of the tall bodysides. The shoulders work better on the longer and larger Charger, but give Avenger a family look. The grille, hood, and tucked under headlights give Avenger eyebrows, though with a less sinister look than the Charger. Avenger carries a deeper front grille, more like Caliber than Charger. Avenger's face blends those two recent Dodge showroom successes. In the rear, the taillights and optional rear spoiler nicely mimic the Charger.

Avenger's aggressive look pushes the rather small envelope of the conservative mid-size sedan segment, following groundwork laid by Magnum, Charger, Caliber, and Nitro. Exterior designer Ryan Nagode gave Avenger attitude in a segment that doesn't generally have it, telling us he was inspired by the tough feeling he had wearing his Oakley sunglasses. Avenger buyers get an entertaining car that can make them feel tough and that they stand out. Dodge is working to delight buyers going for this image, and Dodge Senior Marketing Manager Jim Yetter says they are "not afraid if some consumers don't want it."

The weakest point of the Avenger is not powertrain, handling, or styling. It is the interior. Avenger's interior fits right in with the rest of the Dodge family, which is good and bad. There are options not prevalent in the segment, like MyGig, heated and cooled cupholders, two-tone leather upholstery, and YES Essentials cloth. The interior design reflects the exterior well and there are subtle distinctions between trim levels, but the materials aren't particularly good. Avenger takes on modern interiors from GM and Ford, but the company hasn't developed an A-game interior yet.

Will Styling Be Enough?
The question is not whether Avenger embodies the modern Dodge style; it does. But will that be enough to be successful in the intensely competitive mid-size sedan segment? Buyers begin to vote with their wallets starting even as I write this story.

While most people think Toyota Camry and Honda Accord when you say "sedan", the smaller and less expensive Avenger more accurately competes with the Chevrolet Malibu, Ford Fusion, Mercury Milan, Mitsubishi Galant, Kia Optima, Saturn Aura, or Pontiac G6. In this group, Dodge offers a nicely priced package and some uncommon and interesting features, but doesn't do much that is significantly better than the products from Ford or GM.

Posted by Stephanie Brinley at 11:47 AM | Comments ( 0 )

January 25, 2007

Audi A4 3.2 Quattro S-line – ‘Teutonically Tight’

Finally! A formidable adversary to the BMW 3-Series. I’d call it an adversary, others may call it an antidote or a nice alternative. But what ever you call it, this Audi A4 was pretty impressive. When I think of Audi, I think of Bavaria, when I think of Bavaria I think of BMW. Some may enjoy the current generation 3-Series but I think BMW may have lost their aficionado edge. Some may even say they’ve gone off the reservation. I think the real BMW cowboys left the marque just as Bangle’s design caught on and these enthusiasts are looking for a place to hang their hat. Well, my guess is they’ll find Audi a brand that may meet their demands.

Audi is poised to make waves over the next few years. Some of those waves are going to take prospective new car owners away from BMW and into new Audi’s like this A4 3.2 Quattro.

Our German friends in Ingolstadt know how to engineer a car. They understand that you can insulate occupants while simultaneously linking the driver with the road through vehicle inputs. The Audi A4 3.2 Quattro does exactly that. It communicates to its driver through the steering wheel, pedals, and taut suspension. With good road manners there is an overall feeling of control and understanding. You may need an Audi RS4 to be 'one with the road' but at least with this A4 3.2 Quattro there was a relationship with the road (…and you get to keep the extra 30K you'd pay for the RS).

With the normally aspirated 3.2 and Quattro this A4 sedan seems to be where aspirational luxury gets a bit of a performance edge. You almost forget about the two extra doors behind you. In the A4 department the 3.2 Quattro S-Line positions itself below the S4 (and in my opinion) above the A4 2.0 Turbo. The A4 has tight lines, ‘sport tuned’ suspension and a youthful demeanor. At its heart the 3.2 Liter, six cylinder cranks out 255 horsepower with its 12.5 to 1 compression ratio, which might help explain its appetite for premium fuel (91 Octane or higher (17 city / 27 hwy)). But as you pull out onto the open road and feel the 3.2 performing like a tightly wound Swiss watch, you soon forget about those extra few dollars you spent at the pump.

Flexible and Enthusiastic Acceleration

Acceleration and shifts are smooth, even though the ride might be a little bumpy. As always Audi’s interior is best in class; clean, attractive and functional. The A4 is Audi’s answer to BMWs 3-Series but I think the A4 3.2 with Quattro could also compete with Lexus’ IS 350 and Subaru’s 2008MY Legacy 3.0R. All come with normally aspirated six cylinders, four doors (Barring the M3 and 3-Series coupe/convertible) and Subaru’s symmetrical all-wheel-drive answers Audi’s Quattro. The A4 performs as well and in my opinion looks even better while doing it. Fit and finish are exceptional, ergonomics are very German, while performance and handling instill confidence and allow a driver to carve up his or her choice of roadway.

Room For Improvement

Some gripes might be the somewhat sloppy/loose shift gates (really tight on the RS4), soft clutch and price tag ($46,800 as tested). A few might find the interior room a bit tight but for this segment I think it is a pretty good size (better than a Lexus IS). Another issue that came up was the perception that the rims were coated in brake dust and not painted anthracite grey (which they really are). We had people offering to clean our rims for no reason other than they looked dirty. Personally, I thought the armrest should be able to slide forward or back, adapting to the length of one’s shifting arm or when utilizing the parking brake (but that’s just me). We should also point out the CD player being stuffed into the glove compartment. Not only was it inconvenient, it took up too much space! (No room for an in-dash 6-disc CD changer?)

Performance Oriented with Hints of Practicality

A few of the positive take-aways were great handling (provided in part by the Quattro all-wheel-drive), smooth (fairly powerful) V6, very nicely appointed interior and solid construction (doors and trunk felt solid as they gave off a ‘thunk’ when they closed). The cavernous trunk gave ample space for such a small sedan (it also had tie downs!) and the rear seats fold down to accommodate larger/longer items.

The interior in our A4 came with Audi’s MMI (Multi-Media Interface) which is much better than Mercedes Benz’ COMAND, or BMW’s iDrive systems. Audi’s MMI is very intuitive. Most people can navigate through the interface with out reading a phone book size manual but there may be room for improvement.

Bottom Line

I think the Audi A4 3.2 Quattro S-Line is where form really meets function with finesse. Audi has built a great car that would stack up very well next to the BMW 3-Series, Lexus IS 250, Subaru Legacy 3.0R, or Acura TSX, now if we could just get them to lower the price...

Posted by Keagan Patrick at 06:02 PM | Comments ( 1 )

January 24, 2007

2007 Suzuki Forenza Wagon

Like anyone in this business, I can get pretty amped shooting images or driving a $60,000 car. Unlike many in this business, I can also get pretty excited about good cheap transportation.

Having recently spent the better park of a week in a 2007 Suzuki Forenza wagon, I can safely say that this vehicle delivers the latter, with a few pleasant surprises. A Daewoo Lacetti in Korea, the Forenza was re-badged for Suzuki sale in the United States in 2004. Forenza provided a low-cost way for American Suzuki to add another vehicle to the otherwise short Suzuki lineup. In 2005 a wagon was added. Forenza competes against Toyota Corolla, Honda Civic, Nissan Sentra, and Hyundai Elantra, but its closest competition is used cars. With aggressive pricing and a new car warranty, The Forenza has done pretty well.

Overall the vehicle has a pleasant demeanor. The Pininfarina exterior styling is rather bland, but not offensive. Acceleration is a bit on the slow side, and road noise could be improved. I did not get a chance to put the braking to any real test, but found nothing out of the ordinary in everyday driving.

Excellent Daily Driver

It is in everyday driving that this vehicle surprises. The seats are comfortable. The instrument panel is easy to use and surprisingly nicer than cars costing thousands more. Interior fit, finish and material selection are superior for a vehicle with an MSRP of $16,049. Good storage, and lots of room for both cargo and passengers. Our vehicle included a nice set of standard features including power windows, Standard AM/FM/CD/MP3 audio system with eight speakers, and an easily movable cargo cover.

There’s a lot of attention being paid to technology in cars these days. AutoPacific currently has a $60,000 vehicle in our fleet with more dials on the instrument panel than many will ever figure out how to use. The Forenza does not provide a bunch of gee whiz gizmos. It calmly displays the other side of technology … lowering the cost of high quality products for the masses.

Suzuki Ends a Great 2006

For years and years and years, American Suzuki has set 100,000 sales as an annual objective, but never met that goal. The 2006 calendar year was its first 100,000 unit year.

American Suzuki just ended a fabulous sales year of 100,990 units, which represents a significant increase over 2005 sales of 82,101. Forenza sales (sedan and wagon) were 48,579 as compared to 41,394 in 2005. Things are happy in Brea, California, thank you very much.

Posted by Dan Hall at 05:50 AM | Comments ( 0 )

January 22, 2007

2008MY Ford Super Duty Drive Evaluation

The Weather!

Ford planned a first class event. Lots of '08 Super Duties, on road evaluations, off road evaluations, trailer towing experiences etc etc. Many journalists. Lots of Ford factory people to talk to. And then the weather hit. Who would have thought that Texas could have that much freezing rain? Planes delayed hours and hours. The required re-routes forced us hundreds of miles off-course. Then the drive evaluations had to be cut to maybe 20% of the planned experience. Interstate highways blockaded off by law enforcement officials. Then hundreds of miles across Texas in a bus to get back to Dallas' DFW from which planes could actually take-off. I was glad my departing flight was delayed for hours - otherwise, I wouldn't have been on it at all.

Kudos to the Ford PR staff coping with such a series of challenges. They get an A+ for calmness and competence under fire. But I've gotta ask, "Why as the VehicleVoice and AutoPacific rep on many press previews do I end up with the 'challenging' weather?".

The Truck - Major Change for 2008 Model Year

Ford's revised Super Duty is already in production at at Kentucky Truck Plant, and called a 2008 model. Finished vehicles are still in containment (or were a few days ago) but will be shipped by the end of January.

I'd call the '08 Super Duty a Major Change Program (as contrasted with the all-new 2007 GMT 900 and 2007 Toyota Tundra, and the minor change 2007 Dodge Ram). The exterior of the cab is significantly freshened , the interior of the cab looks all new, the bed is largely carryover, the gas engines are carryover and the diesel engine is a major change (new fuel, new exhaust emissions standards, new 6.4L displacement, new fuel handling system) but based on the prior International supplied 6.0L V8 turbo Diesel.

The Strengths

The freshened exterior appearance looks good. Very masculine. In my opinion somewhat more so than the new Chevrolet Silverado, for example.

The interior is masculine, but contemporary with best in class feature availability. I'd never actually used electrically heated exterior rear view mirrors before this trip: they work just fine! The electronic navigation system was also a real aid when there was poor visibility and a route book challenged by blocked roads.

The bed includes an optional step to aid entry/egress. Not for everyone, but a useful feature nevertheless.

The new 6.4L 350 HP/650 lb.-ft of torque diesel is quiet, and has all the power/torque you could reasonably want in a pickup truck.

Ford now offers an F-450 Super Duty pickup straight from the factory. An F-450 pickup used to be available only as a conversion vehicle. This new entry gives Ford undisputed towing capacity bragging rights and a higher quality vehicle than conversions at a lower price. Well done Ford.

I also give Ford credit for continuing to offer manual transmissions and their 6.8L V10 gas engine. Not for everyone, but suits those for whom a diesel is just too costly.

Ride, handling, NVH and turning circle were all very, very good. Better than expected on all counts.

Ford's Tow Command is first rate, second to none.

The Weaknesses - No the Super Duty is Not Perfect

While the Regular Cab and the Crew Cab are fully competitive, the Super Cab (extended cab) falls short. It still has rear-hinged doors, that open only half way. And the side glass in the rear doors is the flip-open type, while the competition offers power, fully roll-down side glass.

Ford gets extra credit for offering a 6-speed manual transmission, but their automatic is only a 5-speed. Both GM and Dodge now offer 6-speed automatics.

Because of the dreadful weather, I was only able to drive one '08 Super Duty, an F-450 Crew Cab 4x4. This particular vehicle had a 4.88:1 rear end and could tow something over 24,000 pounds! Even so, I was surprised that we only got 10 mpg. Somehow, I had expected more. A 4.30:1 rear axle will soon be in production, and that will help with both fuel consumption and revs per mile, which were pretty high. Maybe the new diesel engine exhaust standard hurt fuel consumption more than I realized? Again, a 6-speed automatic might help here too.

The Diesel Dilemma

When Ford introduced their 6.0L Turbo Diesel a few years ago, there were several glitches that took ages to be fully resolved. And that was with carryover diesel fuel and carryover diesel exhaust emissions. Low sulfur diesel fuel became mandatory last October. And diesel vehicles produced after January 1, 2007 must meet more stringent exhaust emissions standards. Ford says the '08 diesel launch will go smoothly, and has taken steps to ensure that that is the case. Time will tell. Meantime the diesel option price has gone up from $5,300 to $6,800. That's a pretty big hit. And diesel fuel is no longer priced below regular gasoline. So how strong will the diesel pickup market be in 2007? Hard to tell. The new engines have power and torque, but are they a good value? And do they have the required reliability, durability with the new fuel and emissions standards? Probably. But Ford was smart to keep the 6.8L V10 available, and GM may regret dropping their well-respected (but slow selling) 8.1L V8 Big Block.

The HD Pickup Outlook

Ford's Kentucky Truck Plant has a capacity of some 380,000 vehicles per year - a big plant by any standard. And per unit profit must be huge. So it is Ford's plan to run that plant as close to capacity as possible.

Full-Size pickup sales were down in 2006 however, even heavy duty (over 8,500 # GVW) sales. It isn't yet clear if 2007 will see a recovery or not. In that most (say 80%) of Super Duty pickups are sold with a Diesel engine, the key is how well the new low sulfur fuel, the new exhaust emissions systems, the new diesel over gas price premium and the diesel fuel vs gasoline price premium are received in the market. My prediction is that sales will be slow for the first half of 2007, and pick up significantly in the second half.

GM will be a strong player in the 2007 CY HD pickup market with their new GMT 900 Silverado and Sierra. The Ford Super Duty program is strong also, so both should be able to hold or even increase segment share in 2007. Might be a tough year for the Dodge Boys.

Posted by Jim Hossack at 02:18 PM | Comments ( 0 )

December 26, 2006

My Favorite Rides of the Year

At this time of year, everyone wants you to know about the best cars, trucks and SUVS of the year. AutoPacific has already taken a big step in that direction, but with a twist: Partnering with Intellichoice, AutoPacific shared the best vehicles of the year, as picked by you - and that's saying something! The Awards are called the Motorist's Choice Awards and this year included the Lexus LS430, The Chevrolet Avalanche 1500 4x2, the Infiniti QX56 and the Audi A6 4.2 Quattro. Where else can you go to get the best possible input from your own peers about the latest vehicles in the marketplace? Since you're here, we think you've come to the right place.
Watch the Podcast: AutoPacific & IntelliChoice Motorist's Choice Awards

My Personal Choices for Best Rides of the Year
It's part of my job to drive a new vehicle nearly every week. In some cases, more than one vehicle at week gets the once-over, not only by me, but by a number of the analysts and experts at VehicleVoice and AutoPacific. As the resident speed-guy, I might have a slightly different take on things and while I do try to avoid going to court, I do need to put my foot down. And that's part of what my list is about. The other things I'm taking into consideration are everyday drivability, cost, and return on investment. And as you know, everyone is concerned about fuel costs and gas mileage. Not me! Not yet... So, let's get to it.

Fave Drive of the Year: Audi RS4
This is one fantastic ride. It starts by getting into one of the best fit and finish cockpits anywhere in the world. Supple leather-covered seats that hold you perfectly. It gets better when you start the RS4 and listen to the remarkable burble of its 4.2FSI V-8 engine. The stereo is awesome, too, but I would almost never listen to it, such is the musical symphony belted out by this high-revving 420hp masterpiece. And, finally, the smile just widens from ear to ear when you snick that short-shift six-speed into first and dip into the throttle. Wham! This car is fast. And, thanks to Dynamic Ride Control and Quattro, even novice drivers will feel like Emanuele Pirro at LeMans. And, even though sixty-six large isn't cheap, it includes just about everything - and this car might be a keeper. Go drive one.
Watch the Podcast: Audi RS4

Most Unique Drive of the Year: Mini Cooper S
There's no car like a Mini. Never mind the heritage or the movies (great car chase scenes, however!), this car is unlike anything else you can get. And driving it is a bonus - the real fun comes before you even own it. Just cruise over to the Mini website and spend a few hours building your own Mini. The options, colors, stripes, add-on bits and pieces make this truly a personal vehicle. If you want a car nobody else has (as far as you know), then look no further. And while the ride is a bit harsh for passengers, this is a great driver's car. I can't wait to drive the new model. Still, the existing version has terrific wholesale value. Make mine Lightning Blue with black stripes and John Cooper Works "everything" on it - even the steering wheel.
Watch the Podcast: Mini Takes the States
Watch the Podcast: MinI GP Introduction

Most Bling/Bang of the Year: Ferrari
The car wasn't new. The not so nice convertible top was up. It was really hot outside. Still, the Ferrari 360 Spider was an experience not to be missed. I've driven a number of Ferrari models over the years and they have changed. Early cars rated between a B and a D- in fit and finish inside. They were all about the body and the engine - perhaps one reason why so many were considered to be like a fashion model. They were terrific to drive, but you had to compromise yourself. It was, in all respects, very much like a high-rent relationship.

Starting with the F355, things have been changing at Maranello. The 360 Spider I drove on the runways of the old Marine Corps Air Station El Toro was perfectly balanced, nicely put together (except the lame top), and there were no compromises when driving. Its 3.6 liter V8 engine puts out about 400 hp. It sounds fantasic. This is a car that will get ahead of you if you aren't a very well versed and experienced driver. I found it to be slightly twitchy at the limit, but that may have been the tires used. It was nothing like the Audi, but equally amazing to drive - more so, even. Go rent one.
Watch the Podcast: Ferrari vs. Corvette

Best Deal of the Year, Part One: MazdaSpeed 3
It's less than thirty grand by a LOT - and it's faster than a Subaru WRX. It has seats that have BMW quality and you can almost buy two of these before you get a BMW as fast as this. This is one clever car. From the unique air-induction system to the nice, clean interior, Mazda put a lot of thought and care into the creation of this car. It's small - but that won't bother people who want to enjoy their driving experience every day and don't want to take out a second mortgage to do it.

It has a powerful 263 hp 2.3 liter direct-injection turbo motor, 18-inch wheels, ABS, DSC, TRS, and other three-letter acronyms that will keep you reading the manual while waiting for the police to finish writing your speeding ticket. This is a front-wheel drive car and I typically hate them - but not this one. The torque-steer can be managed, and if you work at it, you'll become a better driver in the process. Dealers will shortly begin selling a cold-air intake and big-bore exhaust system as well - good for an additional 30 hp. Yikes!
Watch the Podcast: MazdaSpeed 3

Best Deal of the Year, Part Two: VW GTI
It's less than thirty grand, fully loaded. It has lots of space for people and stuff. It has great seats, a terrific steering wheel and a fantastic six-speed manual transmission. As an option, you can get the best sequential dual-clutch tranny anywhere if you ask for the Direct Shift Gearbox (DSG). The two liter 200 hp motor sounds slightly buzzy, but it revs nicely and is very responsive. Red Caliper disc brakes work really well and although the car has a bit of "consumer-protection" push when you drive it hard, it is really fun - and a great daily driver. Get the four-door. If you hurry, you can nab a nice guitar as a bonus. Even though this car isn't as fast as the MazdaSpeed 3, it's a terrific drive and if you're hunting for a car that really performs under 30K, you should check both of them out.

And this coming year's best...
It's going to be quite a year. The auto industry is undergoing a lot of change and the explosion of Crossover and SUV performance vehicles is on the rise. Diesel power may take a front seat and I am stoked about the some of the wonderful things coming from BMW, Mazda, Porsche, Mini, Ford, and even our friends at GM. Muscle Power will be back in a big way in 2007 and I intend to visit the gym with some of these new models. So, "Happy New Year" to everyone and join us for the best personal insight and commentary on what makes the cars you drive what they are... for better or worse.
Watch the Podcast: 2007 Detroit Auto Show (Coming in January 2007)

NOTE Regarding the Motorist's Choice Awards:
IntelliChoice.com and AutoPacific created the Motorist's Choice Awards to determine the vehicles that delivered both the highest satisfaction and lowest cost of ownership. The collaboration between the two respected firms, who have each been authorities on the U.S. car market for the last 20 years, takes selected owner satisfaction data from AutoPacific's surveys of new car and light truck buyers and combines it with IntelliChoice.com's rating methodology to create a new measurement that speaks to both the hearts and minds of car buyers.

Posted by dbarrett at 06:56 PM | Comments ( 0 )

December 10, 2006

First Drive: 2007 GMC Acadia

As anyone reading this VehicleVoice news section knows, GMC has an all-new crossover SUV. With Acadia, and its Saturn Outlook sibling, GM's approach for innovative people-moving solutions still relies on a large basic vehicle. The package is well done, but the extra length GM had to work with versus true mid-size competitors helped make it possible. Acadia has the overall length of a Yukon or a long-wheelbase Chrysler Town & Country, about ten inches longer than the Envoy. With Acadia, GMC is targeting mid-size and crossover SUVs. In reality, they will pull buyers from the minivan set and full-size SUVs right along with buyers of the Honda Pilot, Ford Explorer, or Toyota Highlander.

GMC invited VehicleVoice and AutoPacific along as they showed off their new baby to journalists along a four-hour drive from Palo Alto to Hollister, California, with a stop at Leal Vineyards (minus a wine tasting), and back again. The weather was spectacular, the roads varied and challenging, and the Acadia a comfortable and willing steed. We've also had the opportunity to drive the Saturn Outlook around our town, where it performed about the same as the Acadia around Palo Alto, but roads more challenging were added to the Acadia experience.

The Acadia and Outlook are powered by the same 275HP 3.6L DOHC 24v V6 mated to a six-speed automatic transmission, with a self-shift feature operated by an up/down switch on the gearlever. There isn't much difference between Acadia and Outlook suspensions. The engine was tuned for optimum torque and power response geared toward stronger low-end acceleration, enabling the 4720-pound front-drive (4925-pound AWD) Acadia the power to satisfy in its primarily urban jungle environment.

Nimble Handling from a Large Package
Acadia drives small and behind the wheel, it doesn't feel like a Yukon or a Chrysler Town & Country. GMC has developed a nimble, agile driving experience, which we fully enjoyed through a terrific twisty section of road early in the day. Acadia slipped through the curves more like a large sedan than a full-size SUV and with minimal body roll. Its long wheelbase and wide track contribute both to responsive ride and handling and a strong, purposeful exterior look. Steering is well-weighted and allows for good road feel. Acadia felt small, nimble, and responsive through the twists and switchbacks. Along the highway, Acadia was comfortable and smooth.

As much as we appreciate the interior conveniences Acadia offers, it is not the most quiet inside. Wind noise is low, but conversations between the front and second row were not as effortless as we would have liked. Seats are comfortable, but only just. The second- and third-row seats fold flat and the overall package is well done, but at the expense of padding, especially in the second row. Driver's and front passenger's seats could use more support in the side bolsters. The third row is comfortable where others are not, but the first and second are less comfortable.

We started the day with an SLE with cloth trim, which is nice and its texture helps hold you in the seat. We later traded for an SLT with the brick leather seating, which looks terrific and lends itself well to GMC's Professional Grade image. The leather-wrapped SLT wheel was nicely done, and both the SLE and SLT wheels provided good heft in hand. The SLE gets black side-view mirrors without the turn indicators and the SLT gets body color mirrors with a turn indicator. Both get the automatic triple-indicator when the switch is depressed, another touch to make the car more comfortable to live with.

Our SLT was loaded up with every possible feature for an MSRP near $46,000. Our SLE added some well-chosen options to go from its base price of $29,990 to just under $33,000. And at $33,000, you got all the elements that make the interior package so good to live with, plus extras like remote start and a rear-parking sensor.

Can Acadia and Outlook Help Slow GM Market Share Loss?
Whether Acadia or Outlook, these vehicles are a terrific step forward for GM in terms of people movers. The interior package answers today's consumer demands and driving dynamics are engineered toward their real-world duty cycle of malls, work, shopping, and vacations. The new transmission and modern engine return strong fuel economy numbers, with 18/26 city/highway mpg for the front-drive version and 17/24 for the AWD models. GM has developed a way to catch those buyers who may be defecting from large SUVs because of gas prices, in the same year they updated their full-size SUVs. Strong truck products are still at the core of GM's strength, but the Acadia and its siblings have adapted to the new century.

Posted by Stephanie Brinley at 01:05 PM | Comments ( 0 )

A Three-Row Triple From GM: 2007 Saturn Outlook, 2007 GMC Acadia, 2008 Buick Enclave

General Motors is rolling out three new crossover SUVs that share an all-new, purpose-built platform. GM has called this platform Lambda for internal purposes. The Saturn Outlook and GMC Acadia are on sale now and the Buick Enclave arrives in summer 2007 as a 2008MY vehicle. These crossover SUVs are taking on not only traditional and crossover mid-size SUVs but also full-size SUVs and minivans due to their large size and dimensions (they are nearly as large as the Chevrolet Tahoe). They do not have the towing capability of truck-based SUVs, but do have the other attributes for which buyers go to SUVs, or minivans. They have high seating positions, available AWD, and interiors big enough to hold seven passengers or lots of stuff.

Following the roll-out of the Lambda crossover SUVs, General Motors will kill their conventional minivans (similar to Ford's strategy of killing the Monterey and Freestar minivans). The Pontiac Montana SV6 is already history and its demise will be followed by the Chevrolet Uplander, Saturn Relay and Buick Terraza. Oh, yeah, Chevrolet will get a Lambda Crossover SUV in the next year or so as well.

AutoPacific and VehicleVoice analysts have been included in the reviews of these critically important General Motors vehicles.

General Motors describes their current state as an interior renaissance, and these products are examples of smart interior thinking. They include a level of interior detail not before seen from the General. As these products were developed with a clean slate, new platform, new interiors, new powertrain, GM took the opportunity to make sure they will be easy to live with.

The second- and third-row folding operations are simple and easy to use and the overall package is terrific. One could buy any one of these vehicles and spend the life of the vehicle discovering all the little things that will add up to a product that enhances and eases daily life. It's taken GM a very long time to get to such a solid package design, but they have finally succeeded.

A Useful, Comfortable Third Row
The Acadia, Outlook, and Enclave offer a third row and cargo area that functions well, an area GM has not been particularly successful with in the past. Also, kudos to GM for sharing where it is smart to share and differentiating where it matters. All three use the same second- and third-row setup and tricks, but the forward areas are different. Each has a distinct interior design well matched to the specific brand while all offer the same smart solutions.

Captain's chairs are standard in the second row (bench optional on Acadia and Outlook), comfortable seats are available for at least seven. And we mean comfortable. Adults can sit in the third row without having their knees to their noses, and the seats even have side bolsters. These bolsters deflate when the third-row seat is folded, for a flat profile. One could easily take seven adults to dinner in these products, as infrequently as that actually happens. The only drawback to the system is that the seats aren't as thick and comfortable as, say, a GMC Yukon Denali. Side bolsters in the front seats could be more supportive as well.

With Smart Slide, third-row passengers are not held captive by the second-row seats. The second row is folded and raised with one hand, and that handle can be reached and operated easily by both third-row passengers and someone standing outside the vehicle. Push the lever forward, and the second-row seatback slides forward and forces the seat bottom to fold up, all with minimal effort. Floor mats in the second row roll forward with the action, so they don't jam up the works or get in the way. The handle used to slide the seats is the same that second-row passengers use to recline their seats, which also slide fore and aft.

The third row folds just as easily as the second row, though a power-fold option is not available. There is a mechanical lever, simply pull and drop. A nice touch making it easier to get the seats back up is the canvas strap to help raise the seats; the strap even has a bit of Velcro on the back to keep in in place. Without it, it can be a stretch to reach the pull and raise the seats. Behind the third row, there is room for luggage or a trip to the grocery store; a benefit of the large overall length and wheelbase. The underfloor covered storage space in the cargo area has hinges that keep it up. The overall cargo area is carpeted, but the covered storage area is plastic for wet or messy items. The headrests are self-storing.

Second and third rows fold fully flat, with less of an upward angle than the competition. The third row is a sixty/forty split, as is the bench second row. The result is the ability to configure the interior for a variety of people- or cargo-hauling needs. Seat belts are as out of the way as possible when not needed, and at the ready when they are, including a pocket tether for the third-row belt.

Life Happens Inside Your Car
GM has found that particularly true for families, usually buyers of mid-size SUVs and minivans. GM gave their new crossovers many thoughtful touches that improve the quality of life inside the car. A panoramic dual sunroof option gets you a front power sunroof and a second fixed-glass roof large enough to light for all three rows. The power shades covering them are controlled by the driver, and ordering the sunroof doesn't mean you have to go without the optional rear-seat DVD entertainment package. There are individual roof-mounted lights for all three rows, plus the cargo area, as well as a small LED near the rearview mirror that gives off a subtle light for night driving. The dead pedal in the driver's footwell has a small space below that is just perfect for a woman's high-heel shoe, improving driving comfort and seating position. A power liftgate is optional, but without power, it closes easily with one pull.

The steering wheel gets standard tilt/telescoping (though the action could be smoother and adjust to a larger degree), the center armrest slides forward and has storage underneath, and the a cell phone pocket in the center console is angled upward to stop your phone from flying out at every sharp stop. There are power outlets inside and at the back of the front center console, with a cord cutout in the extra deep front center console.

There are 24 personal storage spaces and 12 cupholders. Just one of those storage areas is in the center of the top of the dash; while cubbies have been popping there for several years, this one is deeper, lined, and the cover opens and closes with a nicely damped action.

Comfort and convenience options are up-to-date. Front-drive is standard, AWD optional. OnStar equipment is standard, as is one year of turn-by-turn navigation, though DVD navigation is available. HID headlights are optional, as are rear parking sensors and remote start. For these vehicles, dual-zone climate control means independent controls for front and second-row passengers; tri-zone adds front passenger climate controls. Air conditioning for the third row is standard. Heated seats are available as well as leather seating. Some options serve as differentiators, as the Enclave launches with optional adaptive headlights and rear-view camera, but not the Saturn or GMC.

Competitive Interior Package
It is a joy to report that GM has finally created a competitive interior for its utilities. Seats fold easily, though not into the floor like a minivan, and there are many small touches that families will find enhance their use of the vehicle.

Posted by Stephanie Brinley at 09:44 AM | Comments ( 0 )

November 02, 2006

2007 Lincoln MKX - More Than The Sum Of Its Parts

For a dyed-in-the-wool cynic, it'd be easy to dismiss the Lincoln MKX as little more than a tarted up Ford Edge. MKX could be another case of a redressed everyman's car devised by sinister marketing types to pick the pockets of the gullible wealthy. Sure it uses the same platform, drivetrain, chassis bits and much of the sheetmetal with the more affordably priced, er, Ford. But this kind of misanthropic thinking sells the premium-badged vehicle short in many ways. Frankly, AutoPacific and VehicleVoice correspondents were suitably impressed by the MKX and how different it was from the Edge.

For starters, Lincolns spun off high-volume Ford products have been the norm rather than the exception over the luxury nameplate's 85 years of Ford ownership. After a calamitous attempt at building overweight Mercury and Lincoln vehicles off a common platform in 1949, both brands pretty much fell into lockstep with the lowly Ford. Other than a couple of other unsuccessful tries to build stand-alone Lincolns in mid-fifties for a decade or so, common sense (and rising development costs) meant Lincolns would have to be derived from higher volume platforms.

In spite of what you might think, this sharing hasn't really hurt Lincoln. Some of the brand's more noteworthy and successful products were essentially redressed Fords. For example the 1971 Mark III was a Thunderbird, the Town Car a Crown Victoria and the World's first full-size Sport Utility Vehicle, the Navigator an Expedition. So using the Ford Edge, a fine Crossover SUV in its own right, as a starting point is a cunningly clever move on a couple of levels.

Based on Ford's D3 platform (Fusion, Mercury Milan and Lincoln MKZ) the Edge features a standard 265HP 3.5L DOHC 24v V6 driving the front wheels through a 6-speed automatic transmission and 4-wheel independent suspension. Starting with this, the 2007 MKX is differentiated outside with specific front sheetmetal, rear lamp clusters, tailgate and rear fascia. Inside instrument panel pad, center stack, gauge cluster and door panels are unique to the MKX. Like its Ford progenitor, Lincoln's Crossover SUV is available with optional all-wheel-drive. In either front-drive or AWD guise, the Edge and the MKX should be all but identical dynamically.

Yet after spending just shy of 200 miles in both vehicles - the Ford around San Francisco and the Lincoln in Tennessee and North Carolina, the character of the Lincoln is a decided notch or two above that of the Edge. The Ford version will sometimes let you know its a near 4000lb vehicle with less power under the hood than a V6 Camry. And while by all rights the slightly heavier MKX should feel like an Edge on Thorazine it doesn't. At wide-open throttle in lower gears, the Edge's V6 can sound thrashy and stressed. Driven in a similar manner and the MKX exhibits none of this rambunctious behavior. Rack it up to a better NVH package with another little bump from my ongoing hearing loss. While the actual Db rating of the Lincoln may be no lower than the Ford, it's a matter of the quality of the sound. Same holds true for the interior.

Even though it may be the most subjective of measures, styling of the MKX is decidedly upmarket from the in-your-face Ford Edge. The grille of the MKX pays homage to one of the best styled post-war American cars, the 1961-1965 Lincoln Continental. The pattern of the MKX grill was lifted straight off the 1965 edition.

As it now stands, the styling, refinement and interior appointments more than justify the price differential between the MKX and its Ford sibling. In a couple of years, the MKX will be the recipient of a larger displacement version of its current engine. Indications are that in early 2009, the 3.5L powerplant will be replaced with a 3.7L V6 said to be good for around 290HP. Pity that engine isn't ready now.

Posted by Jim Hall at 08:28 PM | Comments ( 1 )

2007 Lincoln MKZ - What A Difference A (Model) Year Makes

For 2006 Lincoln got its own version of Ford's latest mid-size sedan the Fusion. With specific sheetmetal at both ends and a unique interior the shortest car to ever carry a Lincoln badge was dubbed the Zephyr. A name for Lincoln's illustrious past, the original Zephyrs were more modern than the KB-Series the company had been offering. They were also far more affordable carrying sticker prices a fraction of the essentially hand-built KBs.

While the latest Zephyr didn't carry quite the same type of pricing relative to a Town Car, it did share the original Zephyr's mission of bringing new customers to Lincoln. And while the new Zephyr sold beyond many people's (and Lincoln's own) expectations, a bit of Town Car style old-think found its way into the 2006 model... specifically its chassis setup. Timing constraints meant the Zephyr would have to carry over the entire drivetrain from the Fusion. This meant a modern but workmanlike 221HP 3.0L V6 and a pleasant Aisin-sourced 6-speed automatic gearbox. The Fusion's front drive chassis was employed and received some minor, but as it turned out, rather unsettling tuning. Somebody decided that since the Zephyr was going to be a Lincoln it should ride like one. But apparently this was interpreted to mean Town Car rather than "Lincoln." Compared to the original donor vehicle the Zephyr was softer with a far more "floaty" ride than the Fusion. The Zephyr was also shod with a V-rated "ride tire." Biased for comfort and low-tread noise over adhesion, the Zephyr turned out to be a car better suited to riding in the passenger seat than sitting behind the steering wheel.

Charged with bringing some new blood into Lincoln, the Zephyr has been rejiggered into something different. Along with the mechanical makeover came a (slightly) bolder grille, and extra 500cc of engine displacement, an all-wheel-drive option and a new name... MKZ. There is no need to go into the thinking and rationale that has gone into Lincoln's new naming strategy right now. As a matter of fact, the subject has been the meat for several blogs on this very website.

The new engine and AWD are both excellent improvements, but to put it bluntly, the 263HP 3.5 would make MKZ a real turkey to drive if the knock-kneed chassis went untouched from the Zephyr. This was something that wasn't lost on the ride and handling engineers that were responsible for the car. A major retuning effort concentration of springs, shocks, bushings, bars and, maybe most importantly, the tires. Still the same 225/50 size as the Zephyr's seventeen-inch tires, the new ones (still VR rated) are designed deliver grip and steering precision over pure hedonistic comfort. The result is a car that is far more at home on two-lane roads where corners are the order of the day.

For the model's media launch, Lincoln had curiously selected a route that took the cars up the infamous "Tail of the Dragon." A stretch of U.S. 129 that crosses Deals Gap at the Tennessee/North Carolina border, the road is a stunning collection of twists, rises and descents that promise to captivate the most demanding drivers. On the Dragon, the AWD MKZ managed the road well. To be sure, it's no sports car but the smallest Lincoln purported itself as well as a number of comparably sized performance sedans. If you think of something like a 3.2L Audi A4 with Quattro, you'd not be too far off the mark. The car's "needs work" list is pleasingly short with brakes better suited to aggressive driving and a new transmission gear selector setup that allows full use of the car's six forward gears pretty much it. Knee-capped by an infuriating transmission selector quadrant that does not allow full and proper use of the otherwise outstanding 6-speed automatic, there were times during the descent of the Dragon when it was a physical impossibility to select the proper gear. Here the MKZ has been victimized by some mindless cost-cutting that happened during the development of the Fusion. This is the automotive equivalent of the old "Sins of the Father" adage and has never been more applicable.

So while shifter and brakes are in need of improvement for anybody that has more than a passing interest in flinging a machine through the twisties. the MKZ is still a significant improvement over its better-named predecessor.

After all, being a U.S. made Audi A4 ain't all bad.

COUNTERPOINT TO JNORMAN'S OBSERVATIONS

For the most part, Mr. "JNORMAN" Hall is right on target in his assessment of the MKZ (uh, it's difficult not to hesitate and sort out the names when discussing these vehicles - MKX?, hesitate, MKZ? Oh, yeah the "X" is the Crossover SUV). Having driven the same route a day later with USA Today's intrepid auto reporter Jim Healey, we found that the brakes could be a shade more competent and that the shifter could be made to work pretty well. But the shifter logic took explaining by Ford's Chief Vehicle Engineer Jim Baumbick. First, Ford contends that most folks really don't need or really want a shiftable automatic (i.e. a Tiptronic-like device). AutoPacific's research confirms that most folks will use this feature for a week or two and then leave the tranny in Drive for the rest of its life. This, however, does not satisfy an enthusiastic driver like AutoPacific's Jim Hall. He finds the lack of a shiftable automatic unacceptable. But, in reality, the shift logic (as explained by Baumbick) in the MKZ probably would satisfy even Hall if the logic had been explained. Won't go into it here, but MKZ's automatic will satisfy all but the most berserk Lincoln drivers. And, realize that the automotive media (like the political press) has somewhat of a herd mentality. If one guy says it's true, then it must be.

Read Jim Hall's opinion. Read my counterpoint. Drive the MKZ. Make your decision. Probably is not a deal breaker.

Posted by Jim Hall at 01:47 PM | Comments ( 0 )

October 28, 2006

2007 Hyundai Elantra - All New - Continues Raising the Bar

The Hyundai Elantra is one of a string of all new Compact Cars introduced recently (September 2006): 2007 Nissan Sentra, 2006 Honda Civic, Kia Spectra... and smaller entries: 2007 Hyundai Accent, 2007 Nissan Versa, 2007 Toyota Yaris, 2007 Honda Fit. So, the competitive set for Elantra is very busy with better and better cars. AutoPacific was on hand for the media launch of the Elantra that included a drive from Santa Monica to Ojai.

The Elantra meets its competition head on. Wider (+2.0-inches) and taller (+2.2-inches), Elantra is much larger than before with its interior volume rating now in the Mid-Size Class. Among its facing competitors, only Sentra also is rated as a Mid-Size Car in interior volume. Hyundai brags that Elantra has a larger interior than the Acura TL.

More Expressive Styling

While Elantra's size may be its major distinguishing attribute, its style is more expressive than before, but Elantra is still not a head-turner. Side surfacing is more distinctive using rising contours reminiscent of the first generation Santa Fe crossover SUV, but not so contrived. The hood has a slight power bulge flowing into an evolutionary Elantra grille. While its stance is more purposeful than before, the standard P195/65TR15 tires are too anemic looking. The P205/55HR16s on the SE and Limited models look better, but still don't give the car the beefier appearance we prefer.

Interior is an Elantra Forte

Our requirements for any car are that it be easy to get into and out of, have good visibiltiy and be easy to use. The all new Elantra does a very good job achieving these objectives. The cockpit and passenger side front seating are spacious.

The instrument panel is easy to understand. In fact, the instrument panel upper is similar to that found on recent Audis. Ergonomics are excellent. Displays, with Hyundai's new signature blue lighting, are easy to read (except in bright sunlight). Material selection is excellent with Elantra's soft-feel interior components superior to many in its class.

Airbags and Safety Equipment - Most Boxes Checked

Hyundai has equipped the all new Elantra with side-impact airbags, side-curtain airbags, anti-lock brakes, electronic braking distribution, 4-wheel disc brakes and active front head restraints. In the compact class it is rare to have cars with standard 4-wheel discs and ABS.

Competitive Powertrain Specifications

Elantra uses an upgraded 2.0L 4-cylinder DOHC engine with continuously variable valve timing. The 4-cylinder puts out 138-horsepower - competitive in this class. With engine refinements and other engineering fine tuning, Elantra achieves a 4.0 MPG improvement in city fuel economy over its predecessor. Use of electric power steering results in .68 MPG. Elantra has a standard 5-speed manual transmission with a 4-speed gated automatic optional.

Driving the Elantra - Pleasant

With Elantra's size and powertrain, driving the Elantra is a pleasant experience. It meets the requirements of most of the people who will consider buying it. Elantra does not beg to be driven hard. It rides comfortably. The seats are good for this class of car. It is quiet. It is quick when asked to be. But it doesn't have the sporty ambiance of a Honda Civic or Volkswagen Jetta.

Posted by George Peterson at 09:26 AM | Comments ( 1 )

October 26, 2006

2007 Hyundai Tiburon - High Value Sporty Car Improves

The 2007 Hyundai Tiburon, launched in November 2006 improves Hyundai's entry into the sporty car category. Hyundai expects to sell about 18,000 Tiburon coupes per year in the dwindling sporty coupe market. Its primary competitors are the more expensive Mitsubishi Eclipse and the less expensive, but much less fully-equipped, Scion tC. You can also throw the Honda Civic coupe and coupe Si in the competitive set.

At a Glance - No Change - But Styling Details Improve

Basically a minor facelift with interior upgrades, the 2007 Tiburon gets what the industry calls a new "front and rear six (inches)". The front fascia and hood are new. The hood has longitudinal strakes that are becoming somewhat of a Hyundai signature - if only they would be consistent and put them on everything. The front fascia is stronger looking than previous with the car now getting projector headlamps. The taillamps are new - adopting a projector-like design that is all the rage.

Distinctive Touch - Shades of Aston Martin Gills

Not to be left out of the gill wars, Hyundai added gills to the conveniently styled bodyside strakes of the Tiburon. Nice touch that moves the Tiburon a bit away from its competition.

Interior Upgrades Make Tiburon Seem More Expensive

The interior has been upgraded with new fabrics and the SE (sport) model even has seats with black cloth inserts and red leather bolsters. Unfortunately, that trim set was not on the SEs available for the drive.

Perhaps the most noticeable change to the interior is the center stack that has new heater/AC controls and new audio controls. Very intuitively designed, Tiburon's ergonomics are now up there with the best in class. An added highlight to the instrument panel is blue display lighting. This is a very distinctive cue that in full sunlight sometimes makes the displays difficult to read. Maybe there should be a night-time mode where the blue lighting is on and a daytime mode with black fonts on a white background for maximum contrast.

Many Tiburon Upgrades Under the Skin

For the motorheads in the audience, t