2007 Infiniti G35 Coupe

Tuned for performance
By Nina Russin

2007 Infiniti G35 Coupe

A steering wheel can make or break a car. Before power steering was invented, steering wheels were the diameter of beach balls: extra girth gave the driver more torque to move the steering gear. Now, steering wheels are a lot smaller, but most aren’t small enough. When I find a steering wheel small enough to fit my frame, I see the whole car in a more favorable light.

The Infiniti G35 coupe has a right-sized steering wheel. When I get into the driver’s seat, I feel as if the designer had me in mind. If the G35 was a racecar, I’d need to add a five-point harness, but I wouldn’t have to change the seat or the steering wheel, because they’re perfect out of the box.

The G35 is so driver-oriented, that the other three seating spaces are almost extraneous. In fact, the back seats have very little leg or head-room, due to the aerodynamic lines of the roof. The steering wheel has redundant volume and phone controls, so the driver can keep his eyes on the road. Controls on the instrument panel are easy to reach from both front positions. Key climate and audio controls have separate knobs, so the driver can access them without using the more complicated mouse that also controls the navigation system.

This leaves the passenger with very little to do, outside of looking at the cool 3-D graphics on the navigation screen. The driver will be having too much fun driving to focus on a conversation. The exhaust note is so nice that the Bose sound system is almost an afterthought. This isn’t to say that the Bose system isn’t worthy of an audiophile: it is. But unless that person is playing something as cool as the digitally remastered “Birth of the Cool,” by Miles Davis, what comes out of the speakers won’t be as cool as the sound coming from the tailpipes.

Why racecars make road cars better.

Racecar technology has always been core to Infiniti’s mission. Engineers spend lots of time working on things that most people don’t see: under-car aerodynamics is one example. But this “invisible” technology is what makes the G35 different than other luxury coupes. Making the car more aerodynamic under as well as above the chassis improves fuel economy, and gives the car better ride and handling. Driving through a cloverleaf is a visceral experience.

There’s more steering effort on the G35 than most passenger cars, but not enough to be distracting. The tight steering is most noticeable at low speeds. On-center feel is excellent. Engineers developed a system called rear active steer that varies the suspension geometry according to driver input. The more aggressive the driver is, the stiffer the rear suspension becomes, so the driver can maintain control. Cruising at moderate speeds the suspension is more compliant, similar to a luxury sedan.

The suspension itself is heavy on aluminum to minimize unsprung weight. The difference between light suspension components and heavy ones is similar to training shoes versus racing flats: both get the job done, but the flats work much better at speed. Like the flats, the car rides on low-profile rubber. The sport-tuned suspension package on the test car includes a 19-inch wheel upgrade (17-inch wheels are standard). Ripple-control shock absorbers compensate for the hard ride of the low-profile tires.

The G35 is a rear-wheel drive platform and it shows. Front-to-rear weight balance is near perfect.
Engineers positioned the engine behind the front axle, so the majority of the chassis weight is right near the driver. That’s ideal for performance, as is the low center of gravity. The aero package adds a rear spoiler and diffusers, to optimize down-force. None of this is noticeable while commuting through rush-hour traffic, but it does make a difference on a two-lane rural road, when the driver can really open up the engine.

The five-speed automatic transmission is well matched to the car’s standard V6 engine. There is no noticeable shift shock when the driver is traveling at moderate speeds. At wide-open throttle, the transmission responds accordingly for good linear acceleration. The driver can also opt to use manual gear selection on the shift column.

Visibility around the car is excellent. The rather large rear pillars don’t seem to obstruct the driver’s side or rear vision.

Keyless start is standard for G35 coupes with the automatic five-speed transmission. Since the manual transmission cars come with conventional ignition systems, the driver still needs to crank the switch on the steering column. I still don’t see the value in this feature, but I suppose it’s one of those add-ons that luxury automakers consider necessary in order to make their vehicles competitive.

Small but functional passenger cabin

Inside, the G35 works well for two passengers. Even small adults will feel cramped in the rear seats. The optional sunroof makes the most of the limited space by flooding it with ambient light. Both rows of seating have center consoles with storage areas and cupholders. The doors also have bottle holders molded into the map pockets. The front center console has a generous-sized bin behind the cupholders, with a 12-volt outlet, change holder, and a small, removable tray the right size for a cell phone or PDA. The glovebox is small, primarily because the DVD player for the navigation disk is directly above it.

The navigation map is cool to look at but not particularly easy to read because of the 3-D imaging. The screen that pops up above the center stack is easy to see without obstructing the driver’s view of the road. I can’t see paying $1800 for the option since aftermarket devices that mount on the dash do as good a job at the fraction of the price.

The premium package adds the upgraded audio system, sunroof, dual zone temperature controls, auto-dimming rear mirror, and Bluetooth-compatible hands-free phone. It’s probably worth considering for drivers who have long commutes. The aero package ($550) and sport-tuned suspension option ($1600) are worthy investments for driving enthusiasts who might occasionally take their G35 to the track.

Limited cargo space

The trunk is deep but fairly narrow and shallow. A pass-through allows the driver to fold the rear seats flat and load in longer items. It’s possible to load a road bike into the car, but not especially easy. The G35 is best suited for people who don’t carry a lot of luggage or gear on a regular basis.

Standard first-aid kit

Standard safety features on the G35 include front, side and side-curtain airbags, antilock brakes, vehicle dynamics and traction control, a first aid kit, and a tire pressure monitoring system.

Base price for the G35 is just over $33,000. It’s a lot of car for the money, and a good candidate for shoppers seeking a more practical alternative to traditional sports cars. The G35 is available for test drives at Infiniti dealerships nationwide.

Likes: Exceptional ride and handling, with a suspension worthy of cars that are significantly more expensive. The G35’s race-inspired chassis will not disappoint serious driving enthusiasts.

Dislikes: Minimal storage space in the passenger cabin, especially for four passengers. Trunk space is also limited.

Quick facts:

Base price: $33,450
Price as tested: $41,330
Horsepower: 280 Hp @ 6200 r.p.m.
Torque: 270 lbs.-ft. @ 4800 r.p.m.
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: Yes 
Fuel economy: 18/25 m.p.g. city/highway
Towing: No
Off-road: No
Bicycle friendly: No
Fuel economy: 18/25 m.p.g. city/highway
Comments: Base price does not include $650 destination charge.

2007 Chrysler Aspen Limited 4×4

By Jim Woodman

2007 Chrysler Aspen

It’s hard to believe, but before Chrysler introduced the Aspen, they didn’t have a SUV touting the “Chrysler” brand. Sure one could argue the Durango was its entry under the Dodge brand and some of the Jeeps are SUVs but, regardless of brand, Chrysler didn’t have anything to compete head on with the likes of the Lincoln Navigator or Cadillac Escalade.

So here’s the Aspen, a decidedly large luxury SUV - though not quite as massive as the big full-size SUVs and certainly “garageable” - that wedges its way, ever so slightly, just under the super-size SUV category. Chrysler’s thinking - and many may disagree with this point - is that we needed another SUV segment within these already ultra narrow customer segments.

Is there really that much of a difference in size between the Aspen and its established full-size competitors? Not really.

Consider the Ford Expedition boasts 221.3 inches of garage-defying length; Lincoln’s Navigator comes in at 208.4 inches; Cadillac’s Escalade is at 202.5 inches and the Aspen is essentially the same as the Escalade at 202.1 inches. And, if you really need to know, the Chevy Tahoe drops in at 202 inches even. Anybody feeling a little crowded yet?

Ironically enough, my youngest son - who’s almost three going on six - kept referring to our test drive Aspen as our “Lincoln.” Take no offense Ford, but Chrysler’s aim at the Lincoln Navigator market has already hit a bull’s-eye with our two-year-old.

Now don’t get me wrong. I really liked the Aspen. In fact, of well over 20 SUVs, crossovers, trucks and wagons I’ve reviewed this year, my 8-year-old son claimed the Aspen was his favorite. And I completely understand why Chrysler felt compelled to throw an offering into this already crowded mix. They certainly didn’t want to be the only American automaker without a big luxury SUV in their lineup.

But while people love these big SUVs - especially those with large families and plenty of sports equipment to haul around - you can see the trend is slowly moving away from these behemoths. Today’s consumer can choose between an array of crossovers and minivans that aren’t so gas thirsty, yet do just as good a job at hauling large families and their sports gear.

The main reason to drive one of these super-sized SUVs is the large footprint and associated towing capacity. We’re talking BIG capacity here - the Aspen can tow 8,950 pounds. For perspective, our ALV “towing” criteria limit is 3,500 pounds which will tow just about any decent-sized boat or trailer. So at nearly 9,000 pounds of towing capacity, you feel like you can pull your house off its foundation.

Speaking of towing trailers, Chrysler claims its new “Trailer Sway Control” system will sense trailer sway and engage the electronic stability control to apply tiny amounts of brake pressure selectively to individual wheels and reduce engine torque to counter trailer-induced yaw.

The key to reviving interest in these gas guzzling full-size SUVs is hybrid technology and Chrysler’s 2008 Aspen - which I have not yet seen - will be offering an optional hybrid-electric powerplant, developed by GM and BMW. The system, which also incorporates the standard hemi multiple-displacement system (more on that later), boosts gas mileage by about 25% — and a full 40% in the city.

Back to the Aspen

Let me get back to the point of this article - the Chrysler Aspen.  As you now know, the Aspen, which was based off the Dodge Durango, is a very large SUV that comfortably seats eight adults across three rows of seating.

Styling is classic Chrysler, with its traditional chromed grille inspired by the 1998 Chrysler Chronos concept car. There’s a slight resemblance to its slightly smaller cousin, the Dodge Durango. The smooth lines and curves give it a little more stylish look than more traditional and boxy-looking SUVs. The rear roof curves down into an attractively styled tailgate with the Chrysler nameplate.

My test vehicle was outfitted with a 5.7-liter hemi V-8 engine with the fuel-saving Multi-displacement System. Simply stated, MDS shuts down four of the eight cylinders when operating under less load, which saves gas. The Aspen offers two V8 engine choices: a 4.7 liter version and the hemi. If you were to opt for The Aspen’s smaller 4.7 liter V8 - which doesn’t offer MDS - you’ll drop from 335 horsepower to 235 horsepower and have exactly the same gas mileage. So if you can spring for the extra $1190 for the hemi, it’s a no-brainer to go with the bigger engine and similar gas mileage.

One of the things I loved about this hemi engine is the throaty roar when dropping the accelerator - especially at freeway speeds. When the other four cylinders kick in, you definitely know it and the sound is music to a man’s ears. Knowing you’ve got that extra kick under the hood - anytime you need it - is a powerful feeling.

Road noise was kept to a minimum at highway speeds and handling was a little springy though not quite as bad as a true truck chassis. The Aspen accelerates well but sucks up gas quickly (EPAs are 14/19 city/highway) and you’ll spend plenty of time filling up the 27 gallon fuel tank if you’re heavy-footed.

I didn’t get to test the off-road capabilities but a simple switch on the dash engages four-wheel drive.

Interior

There’s certainly an upscale luxury feel to the Aspen - this is one of the reasons one of my sons liked it so much. Metal accents and wood-like trim are elegant touches and an analog clock, similar to those found in Infiniti vehicles, round out a more stylish look and feel than a base Chevy Tahoe or Ford Expedition.

My vehicle had the optional GPS Navigation and 6-CD/MP3 changer that’s coupled with eight Alpine speakers and a 368-watt amplifier. A Sirius satellite radio and a host of other key luxury options and upgrades were part of an optional $4,065 “Customer Preferred Package.” The navigation system is separate from the preferred package and sets you back $1,295.

A rear seat DVD entertainment system also runs another $1,295 and has to be loaded from the rear unit. I initially thought it had to be loaded into the dash and couldn’t figure out why the DVD player wasn’t working. That said, it was an easy fix when my 6-year-old shouted out “dad, you need to put it in back here.” I should have known. When it comes to technology, leave it to the kids and they’ll figure it out every time.

Second-row legroom is adequate though Aspen trails some of its competitors (Nissan Armada, GMC Yukon, Chevy Tahoe, Ford Expedition, Toyota Sequoia) by one to four inches. Installing car seats into the second row was very easy as LATCH hooks are conveniently placed. There are no child seat hooks in the third row. Getting in and out of the second row was no problem but, because of our installed car seats on the right and left sides, we had to swing the tailgate open to access the third row by loading kids through the 40 portion of the 60/40 third row split.

Without the car seats, the flop-and-flip second-row seats ensure easy access to the third row. The third row is definitely roomy enough for average adults and either the 60 or 40 section of the split row can be folded up or down in just seconds.

With the third row folded, Aspen boasts 68.4 cu. ft. of cargo space which is near the top of its class. Fold and flip both rows of seating - which is very easy to do - and you score 102.4 cu. ft. of cargo space which is plenty to load a bunch of bikes, surfboards or shorter kayaks.

The power liftgate is another nice feature, requiring two presses of the remote or a single press of an interior button. One thing lacking is the fact there’s no close button nearby - just up in front and on the key fob. I’ve been spoiled by other automatic liftgates that have a button in the back.

There are at least two cup holders for each row of seats and plenty of room for Big Gulps up front in the center console. While the front console has a large storage compartment, it can be a little trickier to access for the front passenger because it’s hinged on the passenger’s side. The passenger has to literally reach over a large cover to grab anything inside.

The Aspen also has a standard 115 volt power outlet, tucked right behind the center console and easily accessible from the second row. Should a rear passenger need to plug in a laptop or charge a cell phone off conventional household electrical current, this is a very nice feature.

Additional cool features include a one-touch lane-change function on the turn signals that produces three quick blinks of the turn signal light; and a “tip start,” which requires only a twist and release of the key to start the engine. There’s also an option in the driver’s personalization settings that turns on the headlights whenever the windshield wipers are on, a useful feature for drivers living in states where that’s required by law.

Safety Features

Safety features include roof-mounted, full-coverage (all three rows of seats) side-curtain airbags, along with dual, multi-stage frontal airbags. Surprisingly, there are no seat-mounted side airbags that protect the upper body in side crashes, a feature increasingly common on cars and SUVs. An electronic stability program helps avoid losing control on slick roads and electronic brake-force distribution optimizes front-to-rear brake application in emergencies. A tire pressure monitoring system signals when tires are low on air and rear park assist alerts the driver to obstacles when backing up.

As I mentioned earlier, my oldest son loved the Aspen, my youngest thought it was a Lincoln Navigator and my middle son taught me where the DVD should be inserted. As for me, I’m a real fan of these full-size SUVs. And the Chrysler, while not quite a Cadillac Escalade for luxury, certainly competes very well with all the other full-size offerings at a very reasonable price.

When you consider my Aspen Limited was pretty much loaded with all the bells and whistles, and still only - I say “only” with a little hesitation as I remember all too well when twenty thousand dollars was a lot of money for a car - runs $43,230, you realize you’re getting a lot of car for the money.

If you’re in the market for a full-size SUV, don’t forget about Chrysler. The Aspen is a formidable competitor and won’t kill your budget as base pricing starts at $31,490.

Quick facts:

Base price: $33,685
Price as tested: $43,230
Horsepower: 335 @ 5200 rpm
Torque: 375 lbs.-ft. @ 4200 rpm
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No
Towing: Yes
Off-road: Yes
Bicycle friendly: Yes
Fuel economy: 14/19 m.p.g. city/highway

2007 Nissan Altima SE

Driver-oriented sport sedan
By Nina Russin

2007 Nissan Altima

Sedans are the Felix Ungers of the car world. The perception that cars with four doors are the uncool stepchildren of cars with two defies conventional logic.  If the Beach Boys had sung praises for their little deuce sedan, they might have changed the history of American car culture.

“The very ink with which all history is written is merely fluid prejudice,” said Mark Twain. Twain knew the value of a good sedan.

This bias against four-door cars doesn’t extend across the pond. For years, European automakers such as BMW and Audi have made sport sedans coveted among car enthusiasts. More recently, American and Asian manufacturers have followed suit. The new Nissan Altima, that went on sale last fall, is a great example of four-door car that’s fun to drive, and not too shabby in the looks department.

The test car was the SE grade, with a 3.5-liter V6 engine and six-speed manual transmission. While Nissan sedans have always carried the option of a manual gearbox, the most recent version is a drastic improvement over its predecessors. I remember driving one of the first-generation Altimas: the transmission mounts were way too soft, making the vehicle difficult to shift. The manual gearbox on the current model is close to ideal. It’s easy to shift, with plenty of range in each gear for daily commuting. Shifting is light and precise. The shift lever is still a little bit longer than it needs to be on a passenger car, but that’s a small complaint, and not something that would keep the Altima off a buyer’s consideration list.

The 3.5-liter engine has plenty of power off the line, with 258 lbs.-ft. of torque. Like most overhead cam engines, it’s a high revver, so peak torque is well ahead of red line. Both the six-speed manual and available continuously variable automatic transmission boost fuel economy by maintaining the optimal gear. Engineers put a real-time fuel economy meter under the speedometer just to prove the point. The digital readout jumps around too much to be very practical, but it’s a fun add-on to the instrument panel.

Nissan’s racing experience is most evident in the Altima’s steering and suspension. The fully-independent sport-tuned suspension allows the sedan to corner flat at speed, but is compliant enough to absorb the occasional bump in the road. Optional seventeen-inch wheels on the test car gave it a large, stable footprint for even better handling. Front and rear stabilizer bars are standard on all models.

The Altima is one of the cars built on Nissan’s new D platform. Engineers focused on improving torsional rigidity, that translates to better steering feedback. The four-wheel disc brakes are firm and linear without being grabby. Antilock braking and traction control are standard on all models.

Driving the Altima on the streets of Phoenix during rush hour was a good test of its ride and handling. The manual gearbox made it easy to gain the advantage off the line, and maneuver around slower vehicles. The car has a good on-center feel, enabling the driver to steer clear of potential trouble. There were no obvious blind spots around the car: its modest size makes it easy to park on the street or in a parking lot.

There is a noticeable lack of road noise to the interior, although I enjoyed the exhaust note from the optional dual exhausts. The clutch is a little stiff to stand on in thick traffic, but certainly not as bad as some sports cars. The availability of a large overdrive gear and cruise control should allow drivers to get exceptional gas mileage on the open road.

Stylish interior

The Altima’s interior is definitely young at heart, with a large sunroof that allows plenty of ambient light for both front and rear passengers. The eight-way adjustable driver’s seat is comfortable and easy to adjust: it includes a power lumbar support. The premium option package adds heated seats for the driver and front passenger: something that drivers in cold climates will appreciate. A tilt and telescoping steering wheel makes it easy for any size driver to feel comfortable, and maintain a safe distance front the front airbag.

There are three-point seatbelts for three passengers in the rear, but three adults would be a squeeze. Two passengers will find plenty of shoulder and legroom. Separate air vents should make riding in back more comfortable in extremely hot or cold weather.

The steering wheel has redundant controls for the audio system and cruise control, so the driver can make adjustments without losing focus on the road. Dual temperature controls are easy to use. The premium package on the test car ($4,400) includes a Bose, six-CD in-dash changer, MP3 jack, and satellite radio. The system is also Bluetooth compatible. All of the controls are easy to reach from both front seating positions. At the base of the center stack is a covered bin that will hold a bunch of compact discs or small electronic devices. The center console houses two large cupholders that will easily hold 20-ounce bottles, as well as a deep storage bin, the incorporates a 12-volt power point. The two-tier glovebox is also exceptionally large.

Both front doors have bottle holders in the map pockets. The rearview mirror includes a compass and auto-dimming feature. Side mirrors are easy to adjust for any blind spots to the sides or rear of the car. Signal indicators on the side-mirrors are a useful feature for driving through thick traffic.

Large deep, trunk

The Altima’s trunk is ample in size. The sixty-forty rear seats fold flat to extend the load floor. While the Altima might not be bicycle friendly, it is certainly possible to put a bike in the car with the front wheel off. There’s a cargo net so that groceries won’t float all over the trunk floor. The trunk is easily large enough to hold the family’s luggage for a road trip, and even some camping supplies.

The Altima comes with a full-sized spare. While it adds a little weight to the vehicle, the spare tire can be driven at speed for much longer than an undersized spare, adding a margin of comfort for drivers who take long road trips.

Standard safety features on the Altima include antilock braking, traction control, front, side and side curtain airbags, active headrests for the front passengers, and a tire pressure monitoring system.

A lot of car for the money

Pricing for the SE model starts at $24,000. The option package and a $615 delivery charge put the sticker at just over $30,000. For the budget conscious, the Altima is also available with a four-cylinder engine. While the base model doesn’t include the fancy audio package or remote keyless start, it has all of the basic features a driver needs in a daily car. Smaller and less expensive option packages allow the buyer to upgrade the audio, add a navigation system or leather trim without the cost of the all-inclusive premium package.

Average fuel economy is 21/29 m.p.g., city/highway, making the Altima an affordable car to drive in these days of inflated gas prices.

The Altima is assembled at Nissan’s Smyrna, Tennessee plant, and is currently available for test drives nationwide.

Likes: Responsive engine, with a crisp, easy to shift manual gearbox. The Altima is a practical car with sporty performance.

Dislikes: Gear shift lever is a little bit long for a car, and the clutch pedal is on the stiff side.

Quick facts:

Base price: $24,000
Price as tested: $30,215
Horsepower: 270 Hp @ 6000 r.p.m.
Torque: 258 lbs.-ft. @ 4400 r.p.m.
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No 
Towing: No
Off-road: No
Bicycle friendly: No
Fuel economy: 21/29 m.p.g. city/highway

2007 Kia Sorento EX 4×4

By Jim Woodman

2007 Kia Sorento

The last time I reviewed a Kia Sorento, in 2004 on a road trip to Colorado from San Diego, I came away very impressed. Now, just three short years later, I’m even more impressed with the continuous improvement in quality and craftsmanship from this South Korean automaker.

The second generation 2007 Sorento boasts a new, more powerful all-aluminum 3.8 liter V6 engine producing 262 horsepower - more than Toyota Highlander V6, Ford Explorer V6 and Toyota 4Runner V8. In contrast, the 2004 Sorento I reviewed produced an adequate 192 horses.
There’s also a new electronically controlled five-speed transmission that allows drivers to switch between automatic and manual shifts. The new powertrain, mated to the rugged body-on-frame construction, increases towing capacity to a very respectable 5,000 pounds. You can choose between rear-wheel and four-wheel drive with low-range gearing. My test vehicle was full-time four-wheel drive, though I never had the opportunity to take it off-road.

The full-time automatic Torque-On-Demand(tm) four-wheel-drive system, also with a low range, is available on the EX trim level as part of the $3000 Luxury Package. The system automatically detects wheel slippage 200 times per second, seamlessly transferring power between the rear and front wheels without requiring driver input. The advantage here is having the confidence that you’re getting the best traction control regardless of changing weather and terrain.

I was most impressed with the solid feel to this latest Sorento. Going over irregular surfaces and speed bumps gave no indication that anything was loose or poorly constructed. The steering wheel had no play and acceleration was terrific. For a mid-size SUV, this is certainly one of the better choices in the industry.

I’m absolutely certain the original poor-quality stigma associated with South Korean automakers, Kia and Hyundai, is going to be something we look back at and laugh about.

One need only look at history and see the similar rise in quality and craftsmanship from Japanese automakers during the 1980s. The South Koreans have learned very well from studying Toyota, Nissan and Honda and it’s easy to see they’re not reinventing the wheel here. In my opinion, the quality is now on par and it’s only a matter of time before we mention Kia and Hyundai in the same breath as the big three Japanese automakers.
What fascinates me to no end is why the American manufacturers don’t take the same notes and copy what’s been successful for the other importers. Given the choice of similar quality and craftsmanship, I’d buy American every time.

Okay, enough of my rant, I’ll get back to the Kia Sorento.

Two trim options

Buyers can choose between LX and EX trim lines, in two-wheel or four-wheel drive, with optional LX Sport Package and EX Luxury Package. Some of the subtle exterior refinements from its predecessor include redesigned front headlamps with projection lights, a revised front grille insert, new front fascia and bumper, more rounded body-side cladding, and redesigned tail lamps and rear fascia with reflector inserts. A new 17-inch wheel comes with the optional LX Sport Package and a new 16-inch wheel design fits the EX, while carry-over 16-inch silver and machined wheel designs sit at the four corners of the LX and EX Luxury Package trims respectively.

Dramatically restyled interior

More dramatic changes inside the vehicle take 2007 Sorento’s interior to a new level. A new center fascia, gauge cluster and floor console are enveloped in new, upscale wood and metallic finished trim materials, creating a functional and comfortable cabin feel.

Inviting first- and second-row seats, with available leather on the Sport and Luxury Packages, feature front active headrests and a new rear seatback lever for easier reclining adjustment. Additional interior upgrades include a standard front passenger side central door lock, and revised steering wheel-mounted cruise control and steering wheel-mounted audio controls.

Standard comfort and convenience features on all but the price leader model include air conditioning (dual-zone auto on EX Luxury Package), power windows/door locks/heated mirrors, cruise control, 10-speaker AM/FM/CD/MP3 audio system, full overhead console with sunglass storage, map lights and garage door opener pocket, four 12V power outlets, eight-way adjustable driver’s seat, 60/40 split flip-and-fold rear seats, rear privacy glass, cargo cover, roof rails and keyless entry with alarm.

LX Sport Package models have unique and exclusive black interior cloth or leather, leather-wrapped steering wheel and shift knob, side step bars, spoiler and the new 17-inch wheels and tires. The EX trim line features an eight-way power driver’s seat, fog lights, deluxe door scuff plates, HomeLink(r) programmable remote system, trip computer in the multi-meter that includes outside temperature gauge, compass, average speed, range and travel time to the overhead console and new 16-inch alloy wheels.

While I would like to see a three-row, seven-seater, crossover from Kia, this five-passenger vehicle gives you plenty of rear cargo space for carrying bicycles or sports equipment. I had plenty of room to easily carry two standard road bicycles with their front wheels removed.

With the rear seat folded down, there’s plenty of room to carry extra cargo.

Standard Safety

When it comes to safety, Sorento offers even more standard features for 2007. Building on the previous model’s five-star NHTSA rating for both front and rear side impact crash tests, Sorento offers the following standard safety features across all trim lines: advanced two-stage airbags, full-length side curtain airbags, four-wheel disc brakes with ABS, electronic stability control (ESC) and traction control (TCS), tire pressure monitoring system (TPMS), active front headrests, energy-absorbing steering column, driver knee airbag, rear child door locks, rear seat fixed upper and lower anchors for child safety seats (LATCH), and three-point seat belts for all seating positions with adjustable anchors and pretensioners with force limiters in front.

Installing my children’s car seats was ridiculously easy. It took less than a minute to install my two year-old’s car seat. Latches were very easy to clamp and I didn’t have to wedge open a gap between the seat cushions just to reach the hooks.

If there’s anything I can knock about the latest Sorento, it would be the adequate fuel economy. It’s a fairly heavy vehicle, tipping the scales at 4462 pounds with all the 4×4 bells and whistles, which party explains the gas mileage. EPAs suggest 17 and 22, city and highway respectively and I don’t think I was getting anywhere near that. That said, I’m a little heavy-footed and certainly didn’t want to back off taking advantage of the 260 pound-feet of torque.

For those concerned about Kia durability, a 10-year or 100,000-mile limited powertrain warranty plus a five-year or 60,000-mile limited basic warranty; and a five-year or 100,000-mile anti-perforation warranty should comfort any doubters. A five-year/60,000-mile roadside assistance plan is also part of Kia’s comprehensive coverage program.

Starting at a base price of $26,195 and loading the luxury package and destination charge only squeaks over our ALV $30k luxury limit at $30,065. This is why I’ve classified this as a best value vehicle. There’s no question that dollar for dollar this is one of the best mid-size SUV values on the market.

Quick Facts:

Base price: $26,195
Price as tested: $30,065
Horsepower: 266 Hp @ 6000 r.p.m.
Torque: 260 lbs.-ft. @ 4500 r.p.m.
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No
Towing: Yes
Off-road: Yes
Bicycle friendly: Yes
Fuel economy: 17/22 m.p.g. city/highway

2007 Ford Edge

Sleek urban styling with a practical bent

By Nina Russin

2007 Ford Edge

Generally speaking, it’s hard to find a bad car these days. That makes the engineers’ jobs harder, because making a good car is no longer enough. To lure buyers away from competitive products, a vehicle has to offer more.

Meet the Edge: Ford’s answer to the humdrum SUV. From its sleek, aerodynamic profile to an available panoramic sunroof, the Edge should appeal to drivers who don’t want to sacrifice style for practicality.

Those of you familiar with the current generation of Mercury designs may see some similarities in the Edge. Designer Peter Horbury, who has penned major facelifts for both Volvo and Mercury, headed up the design team on Ford’s newest crossover.

Horbury’s trademark is the use of architectural elements in car designs. The strong, geometric grille, and horizontal chrome trim that ties the taillights into the beltline, are two examples.

From the side, the Edge’s wheels look large and planted, framed by large wheel wells that give the vehicle a muscular stance. The glass area or greenhouse is relatively narrow compared to the sheetmetal: the idea is to give this relatively high profile car a sleeker, more aerodynamic appearance.

The available panoramic sunroof sheds ambient light over both rows of passengers. White stitching on black leather upholstery with chrome accents is reminiscent of modern Scandinavian furniture.

A chassis tuned for urban adventure

Despite the availability of all-wheel drive, the Edge is not designed to go off-road. That’s not to say that it won’t negotiate the occasional graded dirt road, but don’t try crawling through a boulder-strewn creek bed along the way. Basically, the Edge is a car-based chassis with a sport-utility body.

 The 265-horsepower V-6 engine and 6-speed automatic transmission have plenty of power for weaving through urban traffic, and the independent front and rear suspension should prevent passengers from feeling potholes in the base of their spines.

The large wheels and relatively low center of gravity give the Edge better steering response at speed. The standard rack and pinion steering system is quiet and responsive, allowing drivers to maneuver the Edge in and out of tight spaces.

The six- cylinder engine and six-speed automatic transmission give the Edge respectable fuel economy: 17/24 miles per gallon city and highway on the all-wheel drive model.

The Edge runs on standard 87-octane gas. Of late, Ford engineers have spent a lot of time working on the problem of noise intrusion, with innovative solutions such as quiet steel that dampens noises from the engine and exterior before they reach the passenger cabin. On this project, wind tunnel work included modifications to the side mirrors and antenna to further reduce noise.

While the engineers succeeded in making the Edge extremely quiet on the inside, they inadvertently reduced visibility to the front and sides of the car. It is very difficult to see around the front A pillars and side mirrors while cornering. I found this especially annoying when turning onto highway entrance ramps, and maneuvering through a crowded parking lot.

As a famous architect once said: “God is in the details.” Certainly a driver can learn to compensate for the blind spots that seem to be part of almost every vehicle. But on today’s crowded highways, those blind spots make it harder to avoid fender benders.

Elegant, functional interior

The Edge is an easy car to live in. The leather seats are as comfortable as they are stylish, with both rows of seating offering adequate legroom for most adults. A tilt and telescopic steering wheel is standard on all models.

 The center console has two cupholders large enough for the rear world, and a center bin that can cold a laptop computer. There are three power points up front, and one in the rear, as well as a MP3 jack, located inside a bin in the center console. A small cubby at the base of the center stack is a convenient place to stash the cell phone.

Dual climate controls allow passengers to vary the heating or air conditioning according to their needs. Redundant climate and audio controls on the steering wheel allow the driver to adjust the temperature or change the audio channel without taking his eyes off the road. The touch screen on the optional navigation system was easy to figure out, without digging through the owner’s manual. And the panoramic sunroof is a nice touch here in Arizona, where sunshine is a big contributor to quality of life.

The test car also came with a reverse sensing system that uses an audible warning when there are objects to the rear of the car, and eighteen-inch wheels: an upgrade from the standard 17-inch rims.

The optional trailer-towing package allows the Edge to tow up to 3500 lbs. The spacious interior has plenty of room for loading cargo, especially with the second-row seats folded flat.

The front passenger seat also folds flat, so that the driver can use it as a makeshift work area, or to load cargo up to eight feet in length into the interior. Roof rails come standard on the upscale SEL model (tested).

The optional audio system upgrade with Sirius satellite radio makes lengthily commutes a little more pleasant.

Exceptional standard safety

The Edge comes standard with, antilock brakes, and Ford’s safety canopy: a side curtain airbag system that remains inflated long enough to protect passengers during an extended rollover accident. Traction control, front and side airbags are also standard.

All models also come with standard roll stability control: a system developed by Volvo to keep high profile vehicles from tipping over. Two gyroscopic sensors monitor yaw and roll, making adjustments to engine power and braking as necessary.

Base price on the all-wheel drive test car was $30,720, putting the Edge in our luxury vehicle category. Optional equipment and a $675 delivery charge added about $6,000 to the sticker price. The Edge is manufactured at Ford’s Oakville Assembly Plant in Ontario, Canada. It is currently available for test drives at Ford dealerships nationwide.

Likes: Attractive, European styling inside and out, with a engine and transmission package that delivers smooth power both on and off the highway. The interior is spacious and quiet, and the standard safety roster includes an exceptional side curtain airbag system.

Dislikes: The front A pillars and side mirrors obstruct the driver’s view while cornering in either direction.

Base price: $30,720
Price as tested: $36,355
Horsepower: 265 Hp @ 6250 r.p.m.
Torque: 250 lbs.-ft @ 4500 r.p.m. 
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No
Towing: Yes
Off-road: No
Bicycle friendly: Yes
Fuel economy: 17/24 m.p.g. city/highway

2007 Jaguar S-Type 4.2 Liter

Supple sport sedan
By Nina Russin

2007 Jaguar S-Type Sedan

Can jaguars growl? The Jaguar S-Type can, but it’s a very civilized growl: a purr on steroids if you will. Jaguar’s sport sedan with the 4.2-liter V8 engine is a serious performer, accelerating from zero-to-sixty in a tick over six seconds. The six-speed automatic transmission is buttery smooth, and speed-sensitive steering provides exceptional response.

The interior is classic Jaguar: tasteful leather trim, a leaper on the steering wheel, exceptional audio system, and ample space for four adult passengers. The trunk is spacious enough to hold a bicycle with the front wheel removed, and there’s a pass-through to extend the load floor into the rear of the car.

When engineers introduced the second-generation car, they didn’t reinvent the wheel. They improved on the original formula by making the current model lighter and better balanced than the car it replaced, with an all-new suspension, a higher level of standard safety features, more room on the inside, and a larger choice of engines. Speed freaks can opt for the supercharged 4.2-liter model with a 400-horsepower engine that goes zero-to-sixty in 5.3 seconds, while buyers looking to maximize fuel economy will appreciate the 3-liter V6 with a five-speed manual transmission that averages almost 30 miles-per-gallon, city and highway.

A leaper with low body fat

The leaper is Jaguar’s moniker for the kitty on the hood: it is essentially unchanged from the design Jaguar used seventy years ago. The image of a cat ready to pounce is the heart and soul of every Jaguar. Jaguars are light, nimble cars. Engineers made the new S-Type more nimble by using more aluminum up front to reduce overall weight and improve the front-to-rear balance.

They also changed the suspension damping for better response. Better fit and finish throughout the car makes it quieter, while variable cam timing gives the engine better power output on the high end, and better fuel economy while idling.

The six-speed automatic transmission provides large overdrive gears to maximize fuel economy. Drivers can manually change gears using the J-shaped gate shifter, or simply cruise along in “drive” mode. The four-wheel disc brakes are linear and firm without being grabby. Standard dynamic stability control helps the driver to maintain control in bad weather by measuring wheel speed and yaw, and using the engine and brake functions to make the car track straight.

The improvements to ride and handling are most noticeable on the highway. In Phoenix, where highway driving is a game of dodge-’em, the Jaguar was exceptionally adept at accelerating and shifting lanes. Not only was accelerating into high-speed traffic a non-issue, but I was able to move around large rigs quickly and effortlessly.

Door-to-door luxury

The S-Type interior is spacious and elegant. The standard moonroof allows plenty of ambient light inside for both first and second-row passengers. The leather seats are firm and easy to adjust for good lower back support. Seat heaters are standard: a boon for passengers living in cold weather climates. An electronic tilt steering wheel makes it easy for drivers of various heights to find a comfortable position with good forward visibility.

The center console has a sliding cover that opens to reveal two cupholders and a good-sized bin. It also houses the release for the electronic parking brake, saving space over a large stalk, or additional foot pedal. The cupholders will work well for small drinks, but not large water bottles. There are map pockets in all four doors, but no bottle holders. Rear-seat passengers have separate vents for heat and air conditioning. Most adults should find that the second-row seats have ample shoulder and leg room.

The Alpine 320-watt audio system comes with an in-dash 7-disc CD player. The sound quality is excellent. However, the speed-sensitive volume feature is a little annoying. Fortunately, the redundant volume control on the steering wheel allows the driver to turn the level down when the system overcompensates for road noise. The audio system is Bluetooth compatible, for drivers who want hands-free phone operation in the car.

The touch-screen display in the center of the instrument panel includes audio and climate controls, as well as the standard navigation system. Dual climate controls allow each front-row passenger to adjust the temperature to his or her liking. There are redundant knobs for basic audio and climate controls, so passengers can make quick changes without going into the touch-screen. There are also redundant controls on the steering wheel.

A park assist system is also standard. It uses an audible signal to let the driver know if the vehicle is close to an obstruction to the front or rear. It’s a handy feature for avoiding short objects in the rear blind spots, and more important, for protecting small children who may be in the vehicle’s path.

The trunk is exceptionally deep: long enough to stuff a road bike inside with the front wheel removed. It will easily hold the week’s groceries, luggage for a road trip, and even some large camping gear.

Standard safety features include antilock braking, traction control, dynamic stability control, front, side, and side curtain airbags.

Pricing on the sedan with the 4.2-liter engine starts at $55,335. The S-Type is currently available for test drives at Jaguar dealerships nationwide.

Likes: Elegant styling and sporty performance. The V8 engine has excellent acceleration at all speeds, with excellent fuel economy to boot. The new suspension is compliant without being overly soft, and steering response is above average.

Dislikes: The cupholders are too small to hold a standard water bottle. The speed-sensitive volume feature tends to overcompensate for road noise.

Quick facts:

Base price: $55,355
Price as tested: $56,000
Horsepower: 300 Hp @ 6000 r.p.m.
Torque: 310 lbs-ft @ 4100 r.p.m.
0 to 60: 6.2 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No 
Towing: No
Off-road: No
Bicycle friendly: Yes
Fuel economy: 18/26 m.p.g. city/highway 
Comments: Base price does not include $665 destination and handling fee.