2007 Volvo S80 Sedan

Volvo’s luxury flagship comes of age

By Nina Russin

2007 Volvo S80 Sedan

The S80 is Volvo’s largest and most advanced luxury sedan. The original S80 was the first Volvo to make extensive use of multiplexing: using a common “bus” for several electrical signals, in order to reduce the amount of wiring in the car. That technology allowed engineers to increase the amount of electronic safety, comfort and performance features in the vehicle, without turning the engine bay into a jungle of wires.

The second-generation S80 borrows performance features such as the Four-C chassis from Volvo’s sporty R-cars, while introducing exciting new safety features such as a blind spot warning feature, collision warning, adaptive cruise control, and a personal communicator that can warn the driver if a would-be thief breaks into the vehicle. The sedan, that goes on sale the beginning of next year, will come in front- or all-wheel drive, with a choice of  inline 6 or V-8 engines, both mated to a six-speed automatic transmission with manual gear choice.

It’s Vegas, baby!

I drove the new sedan at a recent program in Las Vegas. Since the area around the Strip has become a maze of construction sites, it was a good environment to test out the new safety features. The areas around Lake Mead and Valley of Fire were less congested, allowing me to open up the throttle, and test the handling finesse of the self-adjusting chassis.

I started out the day in an all-wheel drive V-8 that was fully loaded with available comfort and convenience features. The eight-cylinder engine is the same block that Volvo uses in its XC90 sport-utility vehicle: a compact design that delivers an impressive 311 horsepower, and 325 foot-pounds of torque.

Within half a mile of the hotel, the driver next to me made a quick lane change and slammed on the brakes. The S80 responded by illuminating a collision warning light on the dash, followed by an audible signal. The collision warning system works in tandem with the brakes: the pads move next to the rotors to stop the car faster in an emergency.

Continuing to weave through traffic, the BLIS (blind spot information system) illuminated lights on the A-pillars when cars passed through the blind spots on either side of the car. The system appears similar to the warning system on the Audi Q7 sport-utility vehicle.

However the Volvo technology utilizes cameras behind the side-view mirrors, rather than radar. It’s an especially handy feature for those who commute in urban areas, where cars tend to dart in and out of lanes in order to make headway through traffic. While navigating through traffic is never fun, the Volvo’s safety technology eliminates some of the anxiety that drivers typically experience. We snaked our way down the strip to the south end of town, and onto the 15-freeway towards Lake Mead with a minimum of inconvenience.

Four-C fun

The four-C chassis changes the suspension damping automatically in response to road conditions. Drivers choose one of three settings, comfort, sport and advanced, depending on the driving conditions. The car does the rest. It’s a particularly nice feature on winding rural roads, because it allows the driver to maintain a firm suspension for good steering response, without getting beat up in the process.

The roads that wind through Valley of Fire are a good example: the suspension keeps the car flat going over dips and around blind turns, while doing a good job of damping the occasional frost heaves or potholes. All S80 models come equipped with standard dynamic stability control to prevent rollovers, traction control, and antilock brakes.

A speed-sensitive steering system provides more power assistance at low speeds in order to make parking easier. At high speeds there is more steering effort, to keep the car stable during emergency lane changes, and maintain a good on-center feel.

The seats inside the car seem to get better with each new generation of Volvo. Previous S40 models utilized aggressive side bolsters to keep the driver and front passenger in place. While they did their job, they were torture for those of us who have sensitive pressure points on the hips.

The front seats on the S80 are much more comfortable, with a good adjustable lower lumbar feature. Engineers revised the whiplash protection system to use the entire seatback, rather than the headrest, offering more effective injury prevention. Buyers can opt to add ventilated leather to keep the seats cool in the summer, and/or heated seats with three settings.

Scandinavian living room on wheels

The Volvo designers sought to mimic a Scandinavian home with the S80 interior. The European-spec cars are trimmed in stainless, while the North American cars have wood inlays. Designers describe the interior as having a “smart human touch,” and “taking away what’s not needed. The instrument panel is supposed to mimic a snow-covered meadow in winter.

Having lived in Chicago where snow covers potholes rather than meadows, and Phoenix where the meadows don’t see snow, I can’t quite relate. But the interior does seem light, attractive and uncluttered. Instrument panel controls are easy to figure out and access. There are redundant steering wheel controls so the driver doesn’t get distracted adjusting the climate control or radio.

The center console has cupholders large enough to hold water bottles, and well-designed storage bins for holding PDAs, cell phones and MP3 players.
An available premium sound system features Dolby surround-sound with 12 speakers, MP3 format, and Bluetooth compatibility.

Security system that’s sensitive to a heartbeat

The Personal Car Communicator that debuts on the S80 is a remote keyless entry system with theft-detection devices. The driver can check to see what state of lock or unlock he left the car in, no matter how far away he is from the car. At a distance of 330 feet or less, sensors will also tell the driver if an intruder has entered the vehicle. The sensors can detect a heartbeat to determine if the intruder is still hiding in the vehicle. The sensors only work if an intruder has entered a locked vehicle in which the alarm is set. In other words, if your dog jumps into the car, it won’t set off the alarm, or so the engineers claim.

Good power from the inline 6

In the afternoon, I jumped in a 6-cylinder car to compare its power and performance to the 8. The 235 horsepower 6-cylinder doesn’t have the hard acceleration of the 8, but it certainly doesn’t seem underpowered. Drivers looking to step up to Volvo luxury at a friendlier price should give it serious consideration. It’s a smooth, seamless engine with plenty of low and high-end power for accelerating out of tollbooths, or merging into high-speed traffic.

The 6-speed automatic transmission optimizes power and fuel economy, by closely matching gears to the vehicle’s power and performance needs. I had the chance to weave through more urban traffic, approaching the Las Vegas Strip late in the day: same construction, and same crazy drivers. Adding in a dose of fatigue, it was nice to have a nimble, well-balanced chassis under my seat. The European-spec mirrors on the test cars have a wider view on the driver’s side which was a nice perc. It’s a shame that they aren’t legal here in the states.

Pricing from under $40,000

Pricing for the 6-cylinder front-wheel drive S40 begins at $38,705. The V-8 with standard All-wheel drive begins at $47,350. All-wheel drive is available as an option on six-cylinder models. The new S-80 rolls in dealerships February 1.

Likes: Classic Scandinavian design inside and out with segment-leading safety features. Thanks to the R-cars, Volvo’s new generations of luxury sedans have sporty performance in the true European tradition.

Dislikes: None. But I would like to see Volvo certify its D5 turbo-diesel, available in Europe, for sale here in the states. With the availability of clean diesel, it would give Volvo buyers the opportunity to extend their vehicle’s fuel economy in an environmentally friendly package.

Quick facts:

Base price: $38,705
Price as tested: $47,350*
Horsepower: 311 Hp @ 5,950 r.p.m.
Torque: 325 lbs-ft. @ 3,950 r.p.m.
0 to 60: 6.5 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No 
Towing: No
Off-road: No
Bicycle friendly: Yes
Fuel economy: N/A 
Comments: * Pricing does not include $695 destination/handling charge.

2007 GMC Sierra

General Motors’ newest generation of full-sized pickup trucks is better than ever

By Nina Russin

2007 GMC Sierra

Through all of its ups and downs, one thing that General Motors has consistently excelled at is producing full-sized pickup trucks. One of the reasons is that engineers have incorporated engine technology from the Chevrolet Corvette into the truck chassis. Utilizing the aluminum engine block from the Corvette keeps weight out of the truck, while at the same time offering exceptional power.

In addition, engineers seem to have a good understanding of exactly what their customers are looking for, and they accommodate their buyers by offering a wide variety of handling, towing and suspension packages. Whether the buyer is a construction worker who needs to haul large payloads, or an enthusiast who desires exceptional off-road capabilities, there’s a full-sized GM pickup designed to meet the need.

In this new generation of trucks, engineers also focused on improving the ride quality of their trucks, specifically, making the ride and handling features feel more car-like. That involved enhancing torsional rigidity for better steering response, reducing noise intrusion into the cabin, bringing passenger safety features up to speed, and making the truck interiors more luxurious.

I had a chance to drive the new GMC Sierra pickups at a media event in the Phoenix area this past November. Our drive route included a long section of dirt road northwest of town, as well as some winding two-lane roads that lead from Wickenburg to Prescott. A 3,000 foot elevation change allowed me to test the low-end torque of the new engines, while frequent switchbacks leading up to Prescott were a good test of the new rack-and-pinion steering system.

A horse is a horse is a horse, of course…

Back when I was a kid, I was a big fan of “Mr. Ed,” a television show that featured a talking, slightly irreverent horse. One thing I learned from Mr. Ed is that there’s no substitute for good old-fashioned horse sense, especially in a truck engineer.

At the end of the day, a full-sized pickup isn’t just a pretty face. It’s a workhorse, whose primary purpose is to haul and tow big loads over crappy roads and not break down. That’s why the GMC truck engines utilize pushrods rather than overhead cams.

High revving engines are great for racecars that run on oval tracks with teams of mechanics in the pits. The idea isn’t so hot for a pickup truck that might break down in the middle of nowhere. The pushrod engines in the GMC Sierras don’t spin very fast, but they have enough displacement to produce mammoth amounts of horsepower and low-end torque: up to 403 horsepower and 417 lbs.-ft. of torque on the 6.2-liter engine.

The aluminum block reduces vehicle weight and enhances fuel economy. Variable valve timing automatically adjusts the time when the valves open and close according to engine load, allowing for more overlap when power demands are high, but minimizing it for reduced emissions during normal cruising conditions.

Driving the pickup up the Yarnell grade towards Prescott, I had to remind myself that I was driving a large truck and not a passenger car. When I goosed the accelerator, the truck responded with a surge of power, and the kind of sure-footed acceleration that can only happen with a flat, even torque curve.

The gasoline engines are mated to a longitudinally mounted six-speed automatic: one of the new “smart” transmissions that engineers have been using for about ten years. They are exceptionally durable transmission, and they have the advantage of being able to change shift points using software, rather than making mechanical changes to the governor.

An optional cat back exhaust system opens up the exhaust to enhance engine power, while keeping the vehicle emissions compliant.

A new rack-and-pinion steering system has the rack mounts on the engine crossmembers to reduce lash. That, combined with a 234% increase in torsional stiffness over the previous generation truck made the steering much more responsive. Despite the vehicle’s size, it was easy to get a sense of where the wheels were, and to steer the truck through tight turns.

Dirt Dog

New for ‘07 is a Z71 off-road package, available on two and four-wheel drive models. Like the Z71 enhancements to other GMC models, this one includes suspension enhancements, special tires and skid plates. I drove both the Z85 and Z71 suspensions on the dirt mining roads around Lake Pleasant. The Z85 package is tuned for towing, but lacks the off-road enhancements of the Z71.

For most uses, either set-up works well. Standard stabilitrak and antilock braking on all models keeps the wheels tracking straight, and prevents the tires from spinning out of control on loose dirt. All models except duallies also come with a standard tire pressure monitoring system.

The Z71 set-up does protect underbody components on rough trails where there are errant roots and rocks, and allows for more suspension travel. However, both models were easy to drive at reasonable speeds on the 40-mile dirt section, and there was no problem with braking.

Buyers who want to trick out their trucks can also choose a suspension designed to accept 20-inch wheels as opposed to the standard 16 and 17 inch rims. There is also a NHT maximum trailering package for those who regularly tow large trailers and boats. The new trucks are designed to tow up to 13,000 pounds if properly equipped.

Plush interior

The new Sierra has interior options that rival luxury cars. With prices on these trucks reaching the $40,000 mark for highly optioned one ton models, there’s a good chance that they will be a family’s primary mode of transportation when they are not on the job. In keeping with that theme, buyers can opt for a touch-screen navigation system, DVD rear entertainment system, and a variety of MP3 compatible audio systems.

 The newest generation of OnStar that comes standard on all models also has a voice-activated navigation option.

The new trucks make extensive use of quiet steel in order to reduce noise intrusion into the cabin. There is an insulating blanket over the transmission tunnel to block road noise, and a new acoustic treatment for the back of the cab to block any noise coming in from the cargo bed.

The passenger cabin is safer than ever before, thanks to increased use of high strength steel in key areas. Engineers stiffened up the floor pan, added additional structure to the front (A) pillars, and enhanced the knee bolsters in front. In addition to front airbags, buyers can opt to add side curtain airbags that protect both rows of passengers.

The rear doors on crew cab models open wider than before: up to 170 degrees to make it easier to enter and exit the second-row seats. The rear seats also fold up to create a larger cargo space inside the cabin. Extended and crew cab models come with a power sliding rear window.

There are plenty of bins and cubbies throughout the cabin to store electronic gadgets, cell phones, and bottles.

Available accessories include tubular assist steps that make it easier to reach inside the bed, and several cargo system for the rear of the truck. There is an available bed extender, side rails designed to hold a rack above the cargo bed, an overhead rack, roof rails and cross bars, and a tonneau cover for the cargo bed.

Available diesel engine

In addition to the gasoline engines, buyers can also choose a 6.6-liter turbo-diesel rated at 365 horsepower, with 660 lbs.-ft of torque. The diesel engine is also mated to a six-speed automatic transmission. There is no longer a manual transmission option for the full-sized trucks.

Pricing begins at $21,000

Pricing for the newest GMC Sierra pickups begins at $21,210 for the 1500 regular cab, two-wheel drive model. Four-wheel drive adds about $5,000 to the base price. Fully-equipped four-wheel drive one ton models cost about $40,000. The new GMC Sierra full-sized pickup trucks are currently rolling into dealerships nationwide.

Base price: $21,000 
Price as tested: N/A
Horsepower: 315 Hp*
Torque: 338 lbs.-ft.  
Antilock brakes: Standard
Side curtain airbags: Option
First aid kit: No
Towing: Yes
Off-road: Yes
Bicycle friendly: Yes
Fuel economy:N/A
Comments: * Specs are for the 5.3-liter aluminum engine. Fuel economy figures and pricing will be available later.

2006 Porsche Cayman S

A Boxster S, and then some

By Nina Russin

2006 Porsche Cayman S

Can the Porsche Cayman work as an active lifestyle vehicle? The sports coupe, based on the Boxster S chassis, has just enough room inside to hold two passengers and a few bags of groceries on a luggage shelf behind the seats.

There are two “trunks” (one in the front of the car and one behind the rear-mounted engine): I wouldn’t recommend trying to shoe a bike into either one. The cupholders are classic Porsche: clever, but not very functional for people who like their beverage containers on the large side.

On the other hand, those who think of driving as a sport rather than a necessary evil cannot help falling in love with the Cayman. Positioned between the Boxster and flagship 911 Carrera, the Cayman features a larger, more powerful six cylinder engine and six-speed manual transmission, fully independent suspension, gloriously large 19-inch rims with two-caliper brakes to match, and an all-steel body whose torsional rigidity nearly matches the 911.

Enough stats, let’s drive

One of the things that I love about driving Porsches is the tip off. Unlike cars that jump off the line and then slump through second gear, the Cayman has a perfect acceleration curve. There is no doubt, stepping on the gas, that this car could launch its passengers halfway to Pluto, but the feeling is even and controlled.

So is the steering, thanks to a highly technical suspension that features separately mounted longitudinal and track control arms in front, and firmer rear springs than the Boxster. Variable ratio steering automatically adjusts the steering ratio based on the steering wheel angle, so the driver can literally feel the wheels and control them with incredible precision.

The test car came with Porsche active suspension management: offering drivers separate suspension setups for normal and high-speed driving. At speed, the system lowers the ride height an extra 10 millimeters. That adjustment, combined with the down force generated by the speed-sensitive rear wing, makes the Cayman stick to the road like glue. It almost makes one revel in the glory of decreasing radius turns.

Then there’s the brakes. One of the hallmarks of the Porsche 911 is that it stops every bit as fast as it accelerates. The same is true for the Cayman. Engineers put test cars through 25 consecutive cycles of braking from top speed (170) to 62, to make sure that the brakes didn’t fade.

The six-speed manual transmission has been modified from the Boxster to accommodate the Cayman’s higher horsepower and torque. Triple synchros on the first and second gears and double synchros on the other four make it virtually bulletproof. In other words, a person who is not a particularly good driver can have a lot of fun behind the wheel without busting the gears. Just as important, the transmission shifts smoothly and precisely in all situations, with its signature short throw.

A classic cockpit

The standard leather seats (tested) come with six-way power adjustments for both driver and passenger. An optional 12-way adjustable seat has integrated four-way lumbar adjustment. But the standard seats do a great job of supporting the lower back. My only complaint was a noticeable offset of the steering wheel.

Aside from the cupholders, the interior is both elegant and functional. The glove box is oversized, and there is a fairly large storage box in the center console, with a 12-volt power point inside. Both doors have integrated map pockets.

While the sound of its engine is entertainment enough, the Cayman’s optional Bose surround-sound system on the test car is an impressive performer. With ten strategically positioned speakers and a seven-channel digital amplifier, it should give most audiofiles all that they’re looking for.

Standard safety features include six airbags, antilock braking, stability and traction control. The test vehicle came with optional bi-xenon headlamps to make night driving easier, self dimming mirrors and a rain sensor.

While the Cayman’s trunks are not well suited for large cargo, there is ample space to stash suitcases for the average road trip. Premium fuel is required, but the engine is efficient at burning it. The Cayman averages 20 m.p.g. around town and 28 on the highway: not bad for a car designed to cruise at twice the legal speed limit.

Can it live in the real world?

Living in the Cayman for a week was a treat, but as an everyday car, it probably wouldn’t suit my needs, or the needs of most athletes. For one thing, while it’s a drop-dead gorgeous car to look at, it’s also an attention getter. When a car like the Cayman gets parked at a trailhead, chances are good that it will attract a large circle of people. Depending on the location, that is not necessarily a good thing.

I have driven a Boxster on unimproved roads and it handled them better than I anticipated, partly because the exhaust is plumbed out the center of the car, away from the wheels. I didn’t try it with the Cayman, but my guess is that the slightly longer, slightly lower chassis wouldn’t fare as well. And let’s face it: who wants to risk punching the hole in the aerodynamic underbelly of a $73,000 sports car?

The Porsche Cayman is an unabashed road car in the best European tradition, designed to carry two people and not a lot of stuff. The rest has to go in something else: probably a little more durable and a little less flashy.

Then again, if a person can afford to drop $70,000 and change on 2,900 pounds of automotive heaven, buying something else to haul the bike to the trailhead is not a big deal.

Bottom line: the Porsche Cayman is an awesome car to drive. I loved every inch of its classic silver body, and I especially loved goosing the gas pedal. Rock on, Porsche.

Likes: Powerful acceleration, precise steering, and exceptional torsional stiffness that keeps the coupe flat and in control at speed. The exterior design is classic Porsche, especially beautiful in silver.

Dislikes: Slight offset of steering wheel.

Quick facts:

Base price: $58,900
Price as tested: $73,050
Horsepower: 295 @ 6,250 r.p.m.
Torque: 251 lbs.-ft. @ 4,400- 6,000 r.p.m.
0 to 60: 5.1 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No 
Towing: No
Off-road: No
Bicycle friendly: No
Fuel economy: 20/28 m.p.g. city/highway