2008 Chrysler Sebring Convertible

Chrysler’s ragtop gets a hard top
By Nina Russin

2008 Chrysler Sebring Convertible

It’s lonely at the top. The first-generation Chrysler Sebring convertible, introduced twelve years ago, quickly became a best seller: its stylish exterior and affordable price tag put the ragtop within reach of the average American car buyer. When DaimlerChrysler developed the Sebring’s successor, they were challenged with upping the ante, without significantly increasing its price.

The second-generation Sebring convertible rolls out this spring as a 2008 model. The completely new exterior features a retractable hard top, while the more spacious interior has more safety content, comfort and convenience features than the outgoing model. Base price is $26,145: about $645 less than the outgoing model, comparably equipped.

All-season comfort, for four-season climates

The problem with soft tops is that they don’t offer much noise or temperature insulation. Retractable hard tops do. The disadvantage of hard tops is that they impinge on trunk space more than their soft-top cousins. The Sebring design team addressed this problem by making the convertible three inches longer than the sedan. With the hard top down, the trunk has 6.6 cubic feet of cargo space; 13.3 cubic feet with the top up. While it won’t hold a bicycle, it will hold a couple of golf bags, or enough luggage for a road trip. In other words, it’s a real trunk.

The other advantage of the hard top is visibility. With the top in place, the convertible’s  visibility is a good as a coupe. Blind spots to the rear are hardly noticeable, and the side mirrors do a good job of compensating. While the hard top costs about $2000 more than the soft top, it may be worth the investment for buyers who need the versatility.

Three models, three tops, and three engine choices

The 2008 Sebring convertible comes in three grades: Standard, Touring and Limited. The base model has a 2.4-liter, four-cylinder engine and four-speed automatic transmission, and is available with the soft top only. Chrysler expects its mid-grade Touring model, powered by a 2.7-liter V6 engine, to be the segment leader. The engine is E85 compatible, and is mated to the same four-speed automatic transmission as the base model. The upscale Limited model, priced from just over $32,000, has a 235 horsepower V6 engine and 6-speed automatic transmission.

The base model comes with a soft top only: buyers can upgrade from the standard vinyl to cloth. Both the Touring and Limited models are available with the retractable hard top. Since the hard top adds weight to an already heavy car, the largest engine is the best choice. In my test drive, the Touring model had sluggish acceleration, especially when merging into high-speed highway traffic. High-end power for passing was adequate in the smaller engine.

Open-air comfort in thirty seconds

I drove the new Sebring convertible through the canyon roads in Malibu, California: a perfect environment for an open car. The hard top operates by depressing a single button on either the key fob or instrument panel, and retracts in thirty seconds. The hard top sections lock into the trunk structure to prevent any rattling or damage while driving.

Since there were no rear seat passengers, we were able to install the optional windscreen, to reduce the wind and noise through the cabin. The windscreen is easy to mount: two pins latch into holes on either side of the rear seats, and two tangs in the back slide in between the upholstery.

The convertible shares much of its front structure with the Sebring sedan. One difference is that the convertible has larger front pillars to maintain structural integrity. While they are clearly visible, they don’t seem to obstruct forward visibility. Airflow through the cabin is comfortable, and quiet enough on the highway to hold a conversation without shouting.

Design has always been Chrysler’s strong suit, and the new Sebring convertible is no exception. The front end has similar character lines and proportions to the smaller Crossfire. The beltline, which separates the sheetmetal from the side windows, is relatively high, making the car appear more solid and sporty. Designers focused on giving both the hard and soft tops an angular look: closer to a coupe than the traditional ragtop. The convertibles turned heads at every rest stop, which is no small feat in this part of southern California.

Both the Limited and Touring models tested had good steering feedback at all speeds, and a solid stance on the highway. Because of its weight and front-wheel drive configuration, the convertible tends to push in the corners on steep downhill descents. Then again, the Sebring is a cruiser, not a race car. The brakes are firm and linear, especially on the Limited model. There were no obvious squeaks or rattles. With the top in place, the Sebring convertible is as quiet as a sedan.

Improved ride and handling, and a higher level of standard safety features.

The convertible’s solid feel comes from extensive use of high-strength steel and reinforcements throughout the body structure. The car has over 100 parts made out of high-strength steel, making the body over two times stiffer than the model it replaces. Engineers thickened up the rear bulkhead, and ran thick sections under the door sills. All models have a new cross-brace under the floor in the rear of the car, and the retractable hard-top has an additional cross-brace up front.

The only disadvantage of all this reinforcement is curb weight. The Standard model weighs in at 3,742 pounds, while the upscale Limited grade weighs 3959 pounds. The consequence is diminished power and fuel economy. Fuel economy on the Standard model averages 20/29 miles-per gallon city/highway, while the 3.5-liter V6 engine on the Limited model gets 16/26 miles-per-gallon. The lower-than average fuel numbers also reflect changes in federal fuel economy standards since 2007.

Standard safety features include front and side airbags, antilock brakes, and a tire pressure monitoring system. Buyers can opt to add electronic stability program and traction control for a higher level of safety.

Spacious, elegant interior

Both of the test cars came with leather trim. The Limited model has tortoiseshell accents on the instrument panel that give the car an upscale look. Athletes might opt for the more practical anti-microbial, anti-static cloth trim. All models come with a heated and cooling cupholder located in the front center console. There is also a plain cupholder that is slightly larger, to hold big water bottles. Rear-seat passengers have good-sized cupholders molded into the arm rests.

There are map pockets in the doors and front seatbacks. The gate shifter is easy to use, and all of the comfort and convenience controls are easy to access for either front passenger.

Audiophiles will appreciate the available MyGig navigation, audio and entertainment system: the hard drive has enough memory to store about 100 hours of music. Passengers can also play movies on the navigation screen when the transmission is in Park. All models are MP3  and Bluetooth compatible, and come wired for Sirius satellite radio.

The rear seat is exceptionally spacious for a convertible. There is plenty of shoulder and legroom for most adults, without moving the front seats far forward.

Arriving in dealerships this spring

The 2008 Chrysler Sebring convertibles are currently rolling into dealerships nationwide. Pricing begins at $26,145 for the Standard model, $28,745 for the Touring model, and $32,345 for the Limited model. The Sebring convertible is produced in Chrysler’s Sterling Heights, Michigan Assembly plant.

Likes: Elegant styling, solid construction, and good steering response. The Sebring convertible is a lot of car for the money. The available hard top makes it a convertible that drivers can be comfortable in year-round.

Dislikes: Relatively high curb weight makes for sluggish acceleration with all but the 3.5-liter V6 engine. Merging into high-speed traffic can be dodgy.

Quick facts:

Base price: $32,345
Price as tested: N/A
Horsepower: 235 Hp @ 6400 r.p.m.
Torque: 232 lbs.-ft. @ 4000 r.p.m.
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: N/A
First-aid kit: No 
Towing: No
Off-road: No
Bicycle friendly: No
Fuel economy: 16/28 m.p.g. city/highway
Comments: Specifications listed are for the Limited grade with the 3.5-liter gasoline engine and six-speed automatic transmission.

2007 Audi A6 Avant

Hot sport wagon
By Nina Russin

2007 Audi A6 Avant

The architect Mies van der Rohe once said: “God is in the details.” If that’s the case, the Audi Avant is heaven on earth. Its styling is elegant, its performance athletic, and the interior highly functional. It has the versatility to meet all of our active lifestyle criteria, with much better fuel economy than most sport-utility vehicles.

Power for the test car comes from a 3.2-liter V6: the smaller of two available engines. When combined with a six-speed automatic transmission, it has excellent power: zero-to-sixty acceleration is 7.3 seconds. The quattro all-wheel drive shifts power as necessary to the wheels with the best traction. On the highway, front-to-rear power balance makes the Avant handle like a rear-wheel drive car.

Ground clearance is low: 4.6 inches. Available air suspension allows the driver to raise the car several inches for driving on uneven trails. While the full-sized spare tire adds to the curb weight, it’s a lot easier to drive on than an undersized tire, especially off-road.

Into the scorching sunset

I love driving test cars in the Phoenix summers. The weak ones fail quickly. I’ve seen air conditioners on seventy thousand dollar cars take an hour to cool off the interior, and engines crap out in the middle of rush hour. When the temperature reaches a hundred and ten, daily commuting becomes boot camp for cars.

The Avant is a tough little soldier. When I left for an overnight trip to Tucson, the temperature was 105. By the time I returned to Phoenix the next morning, it was 108. Driving home from north Scottsdale in the late afternoon, it had reached 115 on the freeway. A four-car pileup backed traffic up for about ten miles. Imagine the cumulative effect of several hundred cars idling in the scorching sun with no wind. It’s not pretty.

The Avant cruised through the maze of traffic like a champ: the only noticeable change was reduced fuel economy according to the car’s real-time fuel meter. Acceleration and brakes held steady throughout. The air conditioner worked seamlessly.

Audis are known for their exceptional suspensions: the Avant is no exception. The secret is using lightweight components to reduce unsprung weight. It’s similar to the difference between training shoes in racing flats.

The fully independent setup includes a four-link front suspension and trapezoidal link configuration in back. The rear suspension is a carryover from the A8 luxury sedan. It delivers a buttery-smooth ride, with just enough road feel to make the car sporty. On or off-road, the Avant never beats up the passengers.

Speed sensitive steering adds to the nimble performance by maintaining good feedback and on-center feel at all speeds. The test car has the S line sport package that includes nineteen-inch wheels and high-performance tires. It’s a great option for buyers who live in a warm climate looking for sportier highway performance.

Drivers in the snow belt should either stick to the base package, or plan to buy a second set of rims with winter tires. While the bigger wheels give the car a larger footprint, the low profile tires make is easier to bend a rim off-road. The option isn’t cheap, and it probably isn’t the most practical choice for most people with active lifestyles.

Spacious, versatile interior

The Avant comes with standard cloth: it will comfortably hold up to four adults. The test car has optional leather trim. The seats are nice and firm, and easy to adjust for good lower lumbar support.

The steering wheel has redundant controls for the cruise control and audio system. Since the Avant is Bluetooth compatible, the extra controls allow the driver to mute the audio and answer the phone without taking his eyes off the road.

There is a mouse on the center console that controls audio, temperature and navigation functions. It’s pretty easy to figure out, and there are separate volume and temperature knobs to make those adjustments simpler.

The rear-backup warning system displays a wide-angle view to the rear on the navigation screen: it works whenever the driver shifts into reverse. A series of lines superimposed over the image show the driver boundaries to stay within when backing up. I found the system especially helpful parallel parking in a tight spot.

The technology option package that includes the navigation system also adds Sirius satellite radio: a great feature for anyone who spends a lot of time in the car. It also includes keyless ignition. I still think keyless ignition is a complete waste of money, but it seems to have become a qualifier for luxury cars. At least Audi allows the driver to use a conventional key in the ignition and bypass the start button if he so chooses.

A convenience package on the test car adds adaptive bi-xenon headlamps that swivel to light corners in the road after dark. The headlamps move up to fifteen degrees, depending on the steering angle. They make a tremendous difference in visibility. An upgraded Bose audio system is also part of the package. I haven’t listened to the base audio system, but the surround-sound on the premium package is wonderful. The option also includes a tilt and telescoping steering wheel, and an automatic-dimming rearview mirror with compass.

Versatile cargo bay

A power opening and closing tailgate makes it easy to load up the cargo area. A button on the key fob opens the tailgate. A button on the tailgate door closes it.

The rear seats fold flat to extend the cargo floor, so it can easily hold at least one bike with the front wheel removed. The seats are easy to flip down using levers on the outside edges of the seatbacks.

Cargo tracks with tie-downs help to secure large items. There’s a tonneau cover to keep items in back out of sight. A cargo net on the right side holds smaller items, A twelve-volt power point next to the net is easy to reach from the tailgate. There are two additional twelve-volt power points in the center console for first and second-row passengers.

The center console has one cupholder that’s large enough for a bottle. I would prefer more, especially in this climate. The doors have molded map pockets but not bottle holders. There is also a bin in the center console under the armrest. Separate temperature vents in the back of the center console keep the second-row passengers comfortable.

Roof rails come standard on the Avant, but not crossbars. The specifications for the car don’t include towing capacity.

The Avant is loaded with standard safety features, including front, side, and side curtain airbags, antilock brakes, and electronic stability program.

Gas miser

Even in the warm temperatures, the Avant gets exceptionally good fuel economy. The automatic model averages 19/27 miles-per-gallon city/highway according to the 2007 standards. Having logged over 300 miles on the car, I still have over a quarter tank of gas.

Base price on the Avant A6 is $48,000 not including a $720 destination charge. The Avant is produced in Audi’s Neckarsulm, Germany assembly plant, and is currently on display at Audi dealerships stateside.

Likes: An extremely practical and attractive car that’s fun to drive, and gets above average fuel economy. The all-wheel drive feature makes the Avant an all-terrain, all-season car. The cargo area is easy to reach. Standard cargo tracks and tie-downs make it easy to secure large items.

Dislikes: Not enough cupholders to meet the needs of four passengers, especially in warmer climates.

Quick Facts:

Base Price: $48,000
Price as Tested: $60,770
Horsepower: 255 Hp @ 6500 r.p.m.
Torque: 243 lbs.-ft. @ 3250 r.p.m.
0 to 60: 7.3 seconds
ABS Brakes: Standard
Side Curtain Airbags: Standard
First-Aid Kit: No
Towing: No
Off-Road: Yes
Bicycle friendly: Yes
Towing Capability: No
EPA Fuel: 19/27 m.p.g. city/highway

2007 Subaru Forester Sports 2.5 XT

By Jim Woodman

2007 Subaru Forester

I’ve always liked the idea of driving a car that’s lightning fast but looks nothing like what you’d expect based on what’s under the hood.

It’s analogous to one of my marathon running fantasies, where I’m secretly a 2:20 marathoner that shows up at a big race wearing baggy Bermuda shorts, plain ol’ tennis shoes and a raggedy t-shirt. After 20 miles, leading the race alongside a world class field, I’d spit out the remnants of a cigar and shout “where the heck’s that wall everybody’s talking about.”

Well, if there’s any reality close to that fantasy in the car world, it’s the turbo-charged Subaru Forrester. This is about as non-assuming a vehicle as you’ll find. Call it the Clark Kent of the automotive industry if you like. But fire up the turbo and your acceleration is sheer to raise the eyebrows of a radar-gun-toting local police officer.

Think about it. This is a 4-cylinder wagon/crossover vehicle that gets to 60 mph in six seconds flat. Most 6- and 8-cylinder crossovers take 7-8 seconds to touch 60 mph. You’re getting 224 horsepower (at 5600 rpm) and 226 lb-ft of torque (at 3600 rpm) out of this little engine. But it’s the turbocharging that really makes the difference. What surprised me is I was getting instant power out of the turbo just about anywhere in the rev range.

In other words, I didn’t need to redline the Forester whatsoever to get that wonderful turbo kick.

Of course, since my test car had a 5-speed manual transmission, redlining acceleration was pretty easy. The clutch took almost no getting used to and had a wide enough engagement range which made shifting smoothly a no-brainer. All manual Foresters have Subaru’s Hill-Holder clutch, which makes stopping on an uphill grade easier on both the drivetrain and driver.

The Forester XT also features Symmetrical All-Wheel Drive. Manual models have a locking viscous-coupling center differential with a static 50:50 torque distribution, which automatically transfers torque to the set of wheels that can best use it. Excellent traction in slippery conditions is one reason Subie’s remain favorite vehicles in the snow belt.

Very functional interior

Inside, I found plenty of room to put my three kids across the back seat and still enough storage behind the rear seat to put a couple bikes, albeit with their front wheels removed.

Installing my two-year-old’s car seat was a cinch. One of the things that drives me nuts is when I’ve got to dig deeply into the seat crevices to find and then snap my car seat straps onto the LATCH hooks. While some would argue once you install a car seat, you don’t need to keep taking it in and out, as a parent of three young children, I beg to differ.

I can’t tell you how many times we need to haul cargo, a few bikes or my older kids and his friends that necessitate removing and reinstalling our two-year-old’s car seat so that everything – and everyone – fits comfortably. So the Forester gets huge marks for making this a painless procedure.

Everything on the dash was easy to reach and intuitive. Power windows and door locks, plus dual mode heated front seats are about as techy as we get here. An auxiliary audio jack allowed me to plug in my MP3 player. An optional Sirius Sattelite radio ($445) was well integrated into the standard radio and exceptionally easy to use. Subaru doesn’t offer a navigation unit nor Bluetooth integration for cell phones. Not a big deal for most folks, but just thought you’d want to know.

Extra 12 volt power outlets are located in the console and rear cargo area. You won’t find 115 volt power outlets in the Forester, though that’s still the exception, not the rule.

The rear seats fold down instantly into a 60/40 configuration. Very nice. There’s a ton of room to load your sports gear with either side folded flat. For those that really need to know, the Forester boasts 31 cubic feet of cargo space behind the rear seats.

The Exterior

Admittedly I’m not a fan of the Forester’s exterior. It’s just way too wagony (okay I made up this word, get over it) and boxy in the back for my taste. But it’s clear the engineers have chosen function over form because that taller backend – instead of curved like most wagons and crossovers have nowadays – makes it ideal for loading plenty of cargo in the rear.

On the other hand, the front is pretty sporty looking, especially with the cool air scoop on the hood. A mesh grille is sandwiched between two simple headlight casings.

My vehicle was a really loud blue – blue pearl is what Subaru dubs it – and certainly not a color I’d choose but one that sure turns heads in the teen culture.

Safety

Excellent safety ratings are one reason you’d want to seriously consider a Subaru Forester. Boasting five-star ratings, the highest possible, in Federal frontal and side crash tests, and the highest possible rating for a 40-mph frontal offset collision in IIHS tests, the Forester will give you peace of mind for a car its size. Its unibody structure provides both rigidity for good handling and side protection and front and rear crumple zones for occupant safety. Four-wheel antilock disc brakes are also standard in the XT.

As I mentioned at the outset, the beauty of the Subaru Forester is how unassuming it looks, yet how surprisingly well this turbocharged engine accelerates in nearly any RPM range. The fact its getting maximum torque at 3600 rpm is very telling.

Two years ago, the Subaru Forester won our ALV Best Value Vehicle and its easy to see why. When you consider its outstanding performance, cargo capacity and interior versatility, all for a $25,995 base sticker price, the Forester is sure to continue being a finalist or winner of our ALV Best Value award.

Quick Facts:

Base price: $25,995
Price as tested: $27,235
Horsepower: 224hp @ 5600 rpm
Torque: 226 lb-ft of torque @ 3,600 rpm
0 to 60: 6.0 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No
Towing: No
Off-road: No
Bicycle friendly: Yes
Fuel economy: 20/27 m.p.g. city/highway