2006 Honda Ridgeline

A hidden trunk and so much more

By Nina Russin

2006 Honda Ridgeline

Honda‘s new Ridgeline is the first pickup truck to feature a lockable trunk in the cargo bed.  The standard crew cab also has a storage area under the rear seats.  Standard four-wheel drive, and towing capability up to 5,000 pounds make the Ridgeline a great choice for families with active lifestyles.

The Ridgeline has crisp, responsive handling, much like the manufacturer’s passenger sedans.  All models come with a  255-horsepower V-6 engine and 5-speed automatic transmission.  Standard vehicle stability assist integrates antilock braking and traction control systems.

 While the Ridgeline lacks the two-speed transfer case necessary for extreme off-road driving, it is well-suited for unimproved roads and moderate trails.  Standard four-wheel drive automatically transfers engine power to the wheels with the best traction.

 The powertrain has excellent low-end torque for merging into high speed traffic.  Visibility is excellent to the front and sides of the truck.  Standard heated windshield wipers should appeal to buyers living in the snow belt. 

 Two large pillars in the rear limit visibility , but well-designed side-view mirrors do a good job of minimizing the blind spots.  The Ridgeline is small enough to park in a standard parking spot.  Honda engineers focused on maximizing the vehicle’s torsional strength; as a result steering response is excellent. 

Driving the Ridgeline around Phoenix for a week proved that the pickup is as practical as it is fun to drive. The standard center console has cup holders large enough for water bottles, and a bin that can hold a small tote bag.  A second storage tray on the floor is large enough for backpacks.  There is also a three-part storage tray on the passenger side above the glove box.

Lumbar support for both front seating positions is excellent.  Rear seat passengers have better-than average legroom.   The 60/40 split rear seats also lift up to create a load space large enough to hold a mountain bike.  There are two, twelve-volt power outlets:  one in the instrument panel, and one in the rear.

The five-foot long cargo bed includes six tie-down cleats and four bed lights.  The lockable trunk  can stowe camping equipment, coolers and duffle bags.

 A dealer-installed roof rack with wheel-mounted bike attachment holds up to two bicycles.  Its cost, including installation is about $427. 
 The Ridgeline comes in three trim levels:  base prices range from $27,700 to $31,490, plus a $650 destination charge.

Likes:  Lockable trunk in cargo bed holds secures items outside the crew cab.  Flip-up rear seats create a large enough space to hold a mountain bike.

Dislikes:  Large rear pillars restrict visibility to the rear. 

Quick Facts:

Base price: $27,700
Horsepower:  255 @ 5750 r.p.m.
Torque:  252 lbs.-ft. @ 4500 r.p.m.
0-60: N/A
Fuel economy:16/21 mpg
Side curtain airbags:Yes
First aid kit:No
Bicycle friendly:  Yes
Towing:  Yes
Off-road:Yes
Fuel economy:16/21 mpg

2006 Chevrolet HHR

Sport tourer with retro styling

By Nina Russin

2006 Chevrolet HHR

The Chevrolet HHR is a compact cross-utility vehicle that combines retro styling on the exterior with a spacious, cargo-friendly interior.

The HHR is Chevrolet’s answer to the Chrysler PT Cruiser: a compact cross-utility vehicle with retro-styling on the outside, and a stylish, cargo-friendly interior within. The HHR is built on the same platform as the Chevy Cobalt: the sportier of the automaker’s two compact sedans.

Pricing, including the $550 destination charge, starts at just under $17,000. A well-equipped model with cloth upholstery costs about $20,000.

The test car came with the optional high-output 2.4-litre four-cylinder engine, five-speed manual transmission, and 17-inch wheels in place of the standard 16-inch rims. Other options included XM-satellite radio ($325), power sunroof  ($725), side curtain airbags ($395), roof rails $150), and an upgraded AM/FM/6-CD audio system with MP3 compatibility.

Cargo-friendly interior

The HHR’s cargo friendly interior is its biggest asset. Release latches on the second-row seatbacks are a snap to work. The seats fold flat in one easy movement, creating a load floor that will easily hold a road bike with the front wheel removed.

The front passenger seat also folds flat to extend the floor up to 8 feet in length. A tray on the seatback functions as a desk top with the seat folded flat. There is a net map pocket on the back of the driver’s seat for extra storage.

A unique feature is an auxiliary glove box located on top of the instrument panel. The lid pops up to hold an MP3 player, compact disks, cell phones or other small items.

All four doors have map pockets. The center console incorporates two large cupholders for the front passengers that will easily accommodate water bottles, and a single large cupholder to the rear.

Because of the vehicle’s high roof line, the second-row passengers have plenty of head room. The HHR is relatively narrow, so two adults will fit in back more comfortably than three. Leg and hip room are also excellent. The optional sunroof brings much-needed ambient light into the back of the car, since the side windows are relatively narrow.

The seats are well-designed from an ergonomic stance and easy to adjust. Controls for the audio, heat and air conditioning are easy to reach from both front positions. The roof pillars on the HHR are thicker than normal, restricting the visibility to the sides and rear, but the side view mirrors do an adequate job of compensating.

The base model comes well-equipped with comfort and convenience features, including air conditioning with filtration, a tilt steering wheel, power windows and door locks, remote keyless entry and cruise control.

The preferred equipment group on the test car ($1,800) added the more powerful engine and sport-tuned suspension, a seven-speaker sound system,  redundant steering wheel controls, an-auto-dimming rearview mirror with compass, leather steering wheel and shift knob, fog lamps and anti-lock brakes.

Above-average fuel economy

With fuel prices being what they are, the HHR’s 22/30 m.p.g. city/highway fuel economy is very appealing. Unfortunately, that fuel economy comes at the cost of lackluster performance.

While the car has adequate power to merge into high-speed traffic, its lack of low-end torque makes sharp grades and long hills a struggle. In running terms, the HHR lacks VO2 max.

Steering feedback is also a problem, despite its speed-sensitive feature. There is far too much play in the steering wheel, enough for the driver to feel a disconnect between himself and the car.

The brakes do a good job of stopping the car, but the suspension is soft, which doesn’t help in the corners. This is one case where different wheels and tires can make a big difference. It’s worth the money to get the 17-inch rims, to give the wheels a bigger footprint and better traction.

Below-average maintenance costs

To their credit, the engineers at GM made a conscious effort to minimize long term maintenance costs, with features such as an oil-life monitoring system and chain drive. The oil filter housing is cast into the engine assembly, eliminating the need to crawl under the car to change the oil, and the need for a separate oil filter can.

The chain drive should appeal to buyers who plan to pack on the mileage, since a typical timing belt needs to be replaced at about 60,000 miles. A chain drive lasts the life of the vehicle. Balance shafts keep the four-cylinder engine vibration free, making for a more pleasant driving experience.

Standard safety features on the HHT include dual-stage front airbags, three point safety belt harnesses in five seating positions, daytime running lamps and the LATCH child seat attachments.

A good choice for city driving

Its compact dimensions and good fuel economy make the HHR a good choice for drivers who plan to use the vehicle around town to commute and haul cargo. The HHR is relatively inexpensive to fuel and maintain, and its flexible interior makes it exceptionally adept at hauling odd-sized cargo. It has adequate power for the highway, and will work fine for the occasional road trip.

But it’s not the best choice for those who plan to do a lot of driving on rural two-lane roads or unimproved roads. In those cases, a more powerful sport wagon or traditional sport-utility vehicle would be better options.

Likes: A good value, the HHR offers a lot of standard comfort and convenience features. The interior can be configured to haul cargo up to eight feet in length. Retro exterior styling will appeal to buyers looking for something that stands out from the crowd, and the higher-than average fuel economy will appeal to anyone who would rather spend their money on gear than gasoline.

Dislikes: A slightly underpowered engine makes the HHR a chore to drive on hilly roads. The steering is too loose, and there is not adequate feedback for the driver. The suspension is soft, which is especially noticeable at high speeds or when driving on a challenging course.

Quick facts:

Base price: $16,425
Price as tested: $22,375
Horsepower: 172 @ 6200 r.p.m.
Torque: 162 @ 5000 r.p.m.
0 to 60: 8.4 seconds
Antilock brakes: Option
Side curtain airbags: Option
First aid kit: No 
Towing: No
Off-road: No
Bicycle friendly: Yes
Fuel economy: 22/30 m.p.g. city/highway 
Comments: The Chevrolet HHR comes in two models, LS and LT. The upscale LT comes in two trim levels: 1LT and 2LT. A 2.2-liter 4-cylinder engine rated at 143-horsepower with a five-speed manual transmission is standard. All models are available with an optional four-speed automatic transmission. The Chevrolet HHR is built at GM’s plant in Ramos Arizpe, Mexico.

2006 Volvo V70 R

By Jim Woodman

2006 Volvo V70 R

If you’re a parent, especially of young children, there inevitably comes that epiphany in which you realize it doesn’t matter how uncool you may look, it’s time to score a mini van. Sure, you could accomplish much the same with an SUV, but mini vans dial you into a whole lot of convenience and fuel efficiencies you don’t get with the large gas-guzzling behemoths.

As a current minivan owner myself, I’m not suggesting minivan ownership dooms you to a life of car seats, spilled milk bottles and enough cookies and crumbs beneath the seats to open your own bakery. What I am saying is that there’s another option and it’s not what you may think.

A station wagon? Yes, station wagons are not the boxy clunkers you remember from childhood, they can be rather cool and outrageously fast.

The Volvo V70R “wagon” is one such vehicle. If you’re into speed, the V70R cranks out 0-60 mph in an eye-popping 5.6 seconds (6.5 for automatics) and its 2.5-liter, turbocharged and intercooled engine produces a heady 300 hp and 295 lb-ft of torque.

I recently test drove the 2006 V70R and was pleasantly surprised at how much room we had in the rear cargo section. I must admit, traveling is now an ordeal - three children with as many car seats and booster, plus all their assorted paraphernalia, makes me wonder how I call this kind of traveling a “vacation.”

Not only were we able to get all our suitcases and stroller into the rear cargo area, but we had plenty of room to put two car seats - and a booster seat between the two - in the second passenger row. That said, this configuration is not advisable because it’s squeezing every inch out of the rear seat for car seats and too difficult to buckle each child each time. Our solution was to raise our oldest child on a pillow (since he’s seven and a half and nearly 60-pounds) and leave the younger ones in their car seats at each window.

Driving Dynamics

Let’s get back to driving dynamics, because that’s the main reason you’ll purchase this Volvo, besides the fact you may want to sit lower and not be just like another mini van drone cruising your kid’s elementary school parking lot.

A dynamic chassis allows you to switch to “Sport” and, when you give it some gas, the V70R comes to life. You’ll get a sports-car-like feel, especially if you’re inclined to dive into corners. Okay, admittedly, I did a little of this faster cornering when the kids weren’t in the car — all in the interest of testing this little rocket. Besides, my wife doesn’t read anything I write anyway.

This Volvo is much faster than anything its size and shape has any right to be. I started to harbor illusions of racing young hot rods off the line who mistakenly took me for a conservative family man in a wagon.

The standard transmission is a six-speed manual. Though my 2006 test model featured the new six-speed Geartronic automatic option with a manual mode that works by by slotting the lever into a separate channel. I never used the manual mode much as I’ve never been a fan of this kind of artificial manual transmission. Call me old school, but I still like to use a clutch if I’m going to shift manually. That said, you can have a lot of fun with the manual mode and it requires very little effort to engage.

iPod Adapter

One aspect I found very interesting about the R series is the iPod adapter in the center console. Volvo provided its own iPod, though you could easily slide in your own, that had a terrific variety of music that could be operated from the radio control panel. Slipping through separate albums was as easy as moving through separate CDs on a multiple CD changer, except faster. In fact, until I realized the V70R “CD” music was actually being powered from the iPod, I thought there was a multiple CD changer in the dash. To control the iPod from the Volvo radio, all I had to do was move between “CDs” since it treated each album stored on the iPod as a separate “CD.”

If I’ve confused you enough there, just know being able to play all your iPod music through the Volvo’s premium 6-speaker in-dash sound system is very cool.

Creature Comforts

As with all Volvos, our V70R came equipped with all the creature comforts and bells and whistles you’d expect from the Swedish manufacturer: Driver and front-passenger 8-way power seats, lumbar support, dual zone electronic climate control and tilt and telescopic leather steering wheel. Our vehicle also came outfitted with the “convenience package” that boasted a grocery bag holder, power child locks, cargo area 12-volt outlet, rear parking assist alarm and sunglass holder. We also had a power moonroof option that gave you all the feel and style of a luxury sedan.

In fact, if I didn’t look back and know there was more car than just the rear seat row, I’d never know, from highway driving, that I was driving a boxy wagon. Believe me, this car doesn’t even come close to looking like it’s as fast as it is.

I was also able to borrow a friend’s 56 cm bicycle and easily place it in the rear cargo area, while the rear seats were in place, only have to remove its quick release front wheel.

It also goes without saying that, safety-wise, you’ll get all Volvo’s famed safety heritage: unibody construction with integrated high strength steel, air bags all over the place and dynamic stability traction control to name a few of the more obvious.

All in all, I walked away with a new found appreciation for a wagon, specifically Volvo. My only beef, and it’s a rather large beef, is the V70s horrific turning radius. I found it extremely agitating when, no matter what kind of single lane road or neighborhood I found myself in, making a simple U-turn was out of the question. The V70R ranks as one of the worst turning radius vehicles I’ve ever driven and is the biggest reason I’d steer (no pun intended) clear of purchasing this vehicle.

But if you like speed, versatility and creature comforts, it’s hard to overlook a vehicle that prices in pretty loaded in the mid-40s. There are many vehicles you’d pay $60k to get the same kind of features and performance.

Quick facts:

Base price: $39,545
Price as tested: $44,885
Horsepower: 300 @ 5,500 rpm
Torque: 295 lbs. ft. @ 1,950-5,250 rpm
0 to 60: 5.6 seconds (6.5 secs automatic)
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No
Towing: No
Off-road: No
Bicycle friendly: Yes
Fuel economy: 18 city / 25 highway