2007 Jeep Patriot Limited 4X4

Affordable fun
By Nina Russin

2007 Jeep Patriot

In 1958, my parents paid twenty-five thousand dollars for the house I grew up in. Today houses cost ten times that, and the average cost of a new car is twenty-six thousand. Since most of us don’t earn ten times what our parents did, this presents a problem.

Pricing is what makes the Jeep Patriot special. For under $15,000, buyers can get a sport-utility vehicle with off-road capability, a spacious cargo area and seating for five. Call Patriot the poster child for our best value category.

The test car is the upscale Limited grade, with the Freedom II off-road package, including skid plates, hill descent control, tow hooks, locking differentials and a full-sized spare. It also has some extra creature comforts such as leather trim, satellite radio, ambient temperature display and compass. Put simply, it’s the fully loaded package. Cost is $25,295: a jump up from the base model, but still a good value. Fuel economy is a respectable 21/23 miles-per gallon city/highway.

I’m not saying that the Patriot is a perfect car: the four-cylinder engine is anemic in a vehicle this size, and the gas tank should be bigger, to give the car better range. But having driven the car for a week, I found those flaws pretty easy to live with.

Chrysler contained engineering and production costs via its alliance with Mitsubishi and Hyundai. The Patriot’s four-cylinder engines are part of the joint venture, produced at a dedicated plant in Dundee, Michigan.

The Limited has the larger engine: a 2.4-liter block, that produces 172 horsepower and 165 pound-feet of torque. The Patriot is available with either manual or automatic transmissions. The test car has the automatic: a continuously variable transmission with a low-end crawl ratio for off-road driving.

The Patriot is capable of accelerating hard enough to merge onto the freeway and pass at high speeds as long as it isn’t hauling too much weight. Towing capacity is 1000 pounds: 2000 with the trailer tow group option. That’s well below the 3500-pound minimum we use to identify vehicles with good towing capability.

While it isn’t a speed demon, the Patriot is certainly a pleasant car to drive. The four-wheel independent suspension gives it a compliant ride both on and off paved roads, while the rack-and-pinion steering provides steering response typical of smaller passenger cars. Braking is firm and linear.

The test car comes with 17-inch wheels and tires: an upgrade from the 16-inch rims on the base model. It also has a full-sized spare mounted under the cargo floor as part of the off-road option package. All season tires aren’t ideal for off-road driving, but they are adequate for graded dirt roads, and they are quieter on paved roads than off-road treads.

Driving the car through dense traffic, I found visibility to be good all the way around the vehicle. The Patriot cruised along at highway speeds comfortably, and had enough high-end power to pass when necessary.

Testing the air conditioning in the heat of the day, I was impressed with its ability to cool the interior down quickly and maintain a comfortable temperature. When the mercury reaches 115 degrees Fahrenheit, there are more expensive cars that can’t pass the test.

Attractive, spacious interior

Both rows of passengers have ample leg, shoulder and headroom. The Patriot will hold four adults comfortably: five for a short trip. The seats have manual adjustments that are easy to use. There is a lumbar adjustment on the driver’s seat. Heated front seats are standard on the Limited model.

Both front doors have map pockets and smaller cubbies for a cell phone or PDA. The armrest on the center console slides fore and aft to accommodate drivers of different sizes. It flips open to reveal a small pocket for cell phones or MP3 players.

There is a 115-volt power outlet in the center console, and a 12-volt power point on the instrument panel. Power locks and power fold-away mirrors are standard.

The audio and temperature controls are easy to reach from both front seating positions. A shelf above the glovebox stows maps or paperwork.

The gate shifter is located in the center stack, keeping the center console open for cups, bottles and storage. The audio system includes an AM/FM radio, Sirius satellite radio,  CD player and MP3 jack. In back, the rear speakers flip down from the tailgate to send music outside the car.

Rear passengers have two cupholders in the back of the center console as well as bottle holders in the door pockets. The 60/40 rear seats flip down using a pull-strap located outboard of the seat cushions. It’s a quick operation that makes the Patriot bike friendly.

The cargo floor is textured plastic: a durable material that’s easy to clean. There are four tie-down hooks around the cargo floor. With the rear seats in place, I had enough room to stash several large cartons. A tonneau cover keeps the items in back out of sight.

Standard safety

The Patriot is laden with standard safety features, including antilock brakes, front and side curtain airbags, and electronic stability program with roll mitigation. A button on the instrument panel turns off the electronic stability program so drivers can maneuver through uneven terrain off-road. There are also tow hooks to the front and rear of the car, in case it gets stuck in a rut.

The all-new Patriot is on display and ready for test drives at Jeep dealerships nationwide.

Likes: An affordable off-road vehicle with seating for five, a high level of standard safety features and a well-designed cargo area. The bike-friendly Patriot offers people with active lifestyles a car that should fit their needs, at a price that won’t break the bank.

Dislikes: The four-cylinder engine lacks low-end power. Towing capacity does not meet our active lifestyle vehicle standards. The gas tank is too small and limits the car’s driving range.

Quick facts:

Base price: $14,985
Price as tested: $25,295
Horsepower: 172 Hp @ 6000 r.p.m.
Torque: 165 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: Yes
Bicycle friendly: Yes
Fuel economy: 21/23 m.p.g. city/highway

Soybeans in the outfield

Alternative fuels are the key ingredient in Chrysler’s comeback strategy.
By Nina Russin

Chrysler Aspen Hybrid

Chrysler’s Chelsea Proving Grounds has gone brown, thanks to soybean crops planted in its greenbelts. Soybeans are the basis for biodiesel: a renewable fuel the manufacturer is using to power its heavy-duty pickups. The bean fields reflect Chrysler’s commitment to making biodiesel-powered production cars a reality.

At a recent press conference Frank Klegon, Chrysler executive vice president of product development, explained that alternative fuels and more fuel-efficient gas engines are key to the company’s comeback. In addition to biodiesel, the manufacturer is also focusing on flex-fuel powertrains, and a new hybrid engine that Chrysler is developing in conjunction with BMW and General Motors.

Bean machines

Engineers are working on two biodiesel engines: one available on the Dodge Ram 2500/3500 series, and the second to power the 3500/4500/5500 pickup trucks. The trucks run on B5: a five percent biodiesel blend. A dealer-installed option allows the trucks to run on up to twenty percent biodiesel. Biodiesel has a tendency to absorb water. The option includes filters that strip the water out of the fuel.

Luke Marsh, body-on-frame engineer in charge of the biodiesel project, explained that one of the problems he faces right now is that the fuel is not federally regulated. There is a lot of variation in fuel quality. He is hoping to see the new federal standards for biodiesel within a year.

The other problem with biodiesel is that it has a short shelf life: about a month. The fuel is most stable at moderate temperatures. It degrades faster in extreme heat.

But biodiesel also has advantages over traditional diesel. It’s cleaner burning, and it tends to extend engine life because it does a better job of lubricating moving parts. Marsh hopes to see widespread use of biodiesel within the next few years.

As with traditional diesel, biodiesel engines have exceptional low-end power. That’s important for trucks whose main purpose is to haul cargo and tow trailers. The 2500/3500 engine produces 650 foot-pounds of torque at 1500 rpm: it develops peak power at extremely low speeds. Not only does the torque help the engine tow, it also makes it accelerate harder off the line, and in the twenty-to-fifty mile-per-hour range.

Fuel economy is about thirty percent better than comparable gasoline engines. Luke estimates that the heavy-duty Ram with the biodiesel engine will average about 17 miles-per-gallon: not bad for a truck weighing eight thousand pounds. A gas-powered version would average just over fourteen miles per gallon.

New hemi hybrid

The Chrysler Aspen and Dodge Durango both go green next year, with a two-mode hybrid developed in conjunction with General Motors and BMW. The engine uses Chrysler’s multiple displacement technology: it turns off half of the cylinders when the demand for power is low. Engineers expect a twenty-five percent improvement in overall fuel economy. The sport-utility vehicles will get forty percent better gas mileage on the highway.

The hybrid system has two electric motors that power a low and high mode respectively. At speeds up to twenty-five miles-per-hour, the truck can runs exclusively on electric power. Above that, the gasoline engine kicks in. Low mode powers the truck when it is idling or cruising, while high mode works during hard acceleration and climbing. Electric motor assist at all speeds allows the engine to run on half its cylinders over a greater power range.

I drove the Durango on a short loop around the proving grounds. At low speeds, the engine’s operation is flawless. Driving under twenty-five miles-per-hour, I experienced performance in the pure electric mode. The silent engine caught people crossing our path off-guard.

The hybrid also works well during moderate acceleration. In the short test drive, I didn’t notice a difference in front-to-rear weight balance or steering response. Braking was strong and linear.

Hard acceleration produced some noticeable chuggles: problems that the engineers will most likely solve with software modifications. At this point, it’s hard to compare the system to Toyota’s hybrid synergy drive system, which has been on the market for several years. Toyota has had plenty of time to get the bugs out. The Toyota system is essentially invisible to the driver, except for significant improvements in fuel economy.

Toyota reminds the driver of those fuel economy improvements with real-time fuel meters on the instrument panel. The Durango and Aspen have no fuel meter: just an indicator light on the dash that tells the driver if he is keeping gas mileage in optimum range.

Chrysler engineers plan to have the hybrid system ready for production next year.

Corn power

Like Ford and General Motors, Chrysler is producing flex-fuel production cars that are E85 compatible. E85 is a gasoline blend that is eighty-five percent ethanol. Because the ethanol is produced from corn, E85 is a renewable fuel. Cost and availability varies. Widest availability is in the Midwest: cost there is also lowest.

Performance is essentially the same as for gas-powered cars except for a drop in fuel economy. E85 is slightly more expensive than conventional gasoline.

Bread and butter

Since most American drivers still prefer cars with traditional gas engines, Chrysler is introducing three new engine families, all promising better gas mileage. In February, the manufacturer announced the development of a new V6 engine called “Phoenix” for 2010, to be produced in three all-new assembly plants. The Phoenix engine uses cylinder deactivation to improve gas mileage. At idle, low speeds and cruise, the engine runs on half of its cylinders. The remaining cylinders kick in when the engine is under load.

A new 4.7-liter flex-fuel engine replaces the previous 4.7-liter V8, with a five percent increase in gas mileage. The new engine is also more powerful: horsepower is up thirty percent, and there is a ten percent increase in torque.  For 2009, Chrysler will refresh its 5.7-liter hemi engine, with similar gains in fuel economy, horsepower and torque.

Common-rail diesel

While Daimler no longer holds a controlling interest in the company, it will maintain its partnership with Chrysler in developing common-rail diesel engines for production. The 2007 Dodge Ram heavy duty equipped with the Bluetec engine is emissions certified in fifty states. The 2009 Jeep Cherokee will also be available with a clean diesel engine.

2008 Toyota Highlander Sport 4WD

Toyota’s second-generation Highlander raises the bar with a more powerful engine and roomier interior.
By Nina Russin

2008 Toyota Highlander

Toyota claims to have invented the crossover with the original Highlander that debuted in 2001. Whether or not this is true depends on how who you talk to, since there seems to be as many definitions for what a crossover is as there are new models.

Semantics are less relevant to car buyers than function: most people don’t care how a vehicle is classified, as long as it serves their purposes. The original Toyota Highlander works exceptionally well for people with active lifestyles, and therefore has out-sold like mid-sized vehicles since its introduction.

Once again, Toyota is faced with the unenviable position of trying to maintain dominance in a thickening pond. The manufacturer is using its tried-and-true formula for success, making the new model a little bigger, more powerful, and more refined.

Gas-powered models roll out this summer, with front or all-wheel drive, and three grades: Base, Sport and Limited. Price ranges from $27,300 for the front-wheel drive Base model, to $34,150 for the four-wheel drive Limited. All cars get a more powerful engine, five-speed automatic transmission, a higher level of standard safety and convenience features. A hybrid model follows in October, available in Base or Limited Grades. 

The drivetrain, while new to the Highlander, isn’t untested: it’s a variation of the Camry chassis, but with more ground clearance and a longer wheelbase. The all-wheel drive system comes from the Sienna. The hybrid uses the same synergy drive technology as the Prius, with updates culled from other Toyota and Lexus models. As I said, no big surprises: slow and steady wins the race.

I had the opportunity to test drive the new Highlander in Scottsdale, Arizona in mid-May. The drive routes included both on and off-road components, although the off-road section was fairly bland. Even with all-wheel drive, the Highlander is not a vehicle to take out on extreme terrain: it lacks underbody cladding, and it doesn’t have a two-speed transfer case. But it’s quite capable of motoring down the average dirt road or trail and maintaining good traction on sand or mud.

Sorry, snake…

I didn’t mean to run over the snake. As a Buddhist, I believe in letting all living things be, even ones that might attack me. But at the time I was more intent on getting through the off-road course without scraping the heck out of the test car, as it weaved through dense patches of creosote bush. I didn’t have much luck in that department either. By the time we got the Highlander back to the hotel, it was covered with dust, bugs, and scratches that I hoped didn’t go below the clear coat.

Aside from wear and tear on the paint, the Highlander handled the off-road course seamlessly. The loop wandered through some low desert north of Scottsdale, peppered with sand washes, rock, cactus, and the occasional snake. While the course didn’t include any hills steep enough the test the hill-start assist or descent features, it did have its share of tight corners. The sand was a good test for the all-wheel drive, that automatically transfers power to the wheel with the best traction.

Stings like a bee.

The best place to experience the difference between the new Highlander and the model it replaces is on the road: the new engine has a lot more spark, especially on the low end. While the original Highlander is no slouch, the new car has ride and handling features characteristic of a smaller, sportier car. The V-6 engine delivers 248 foot-pounds of torque, and reaches maximum torque fairly low in the power band. As a result, acceleration off the line is much improved, as well as in the twenty-to-fifty mile-per-hour range.

Toyota’s variable valve timing technology allows engineers to increase power without hurting fuel economy. Even with the more stringent 2008 standards, EPA fuel economy averages nineteen miles-per-gallon for the four-wheel drive model. The additional torque also makes the Highlander capable of towing loads up to 5,000 pounds, when equipped with the towing prep package.

The five-speed automatic transmission is buttery smooth, with little hint of shift shock. Larger wheels and a sport-tuned suspension on the Sport model improve steering response when the car is driven hard. The Highlander doesn’t feel like a high-profile vehicle. It’s extremely stable, even at high speeds. There’s a little too much steering assist on all models, which reduces the on-center feel. Braking is firm and linear.

The two-lane roads around Lake Bartlett, north of Scottsdale, were a good test of the sport suspension. The roads are full of dips and rollers. Not only did the Highlander corner flat; it rebounded well coming off the low points, while maintaining a compliant ride.

A back-up camera, standard on the Sport, allows the driver to see people and objects to the rear of the car. Since the Highlander has a thick D pillar, the camera is a useful feature, especially for parents of small children.

Standard safety features on all models include front, side and side curtain airbags, a driver’s knee airbag, active headrest restraints for the front row, antilock brakes, vehicle stability and traction control, downhill assist control and hill start assist.

Larger interior and cargo area

First and second-row passengers should notice a difference in interior space. As usual, the designers have done an excellent job of positioning controls within easy reach of the driver and passengers. Up front, cubbies to either side of the center stack will stow a PDA or cell phone. There are two, twelve-volt power points and a plug-in for a MP3 player. The glove box is quite large, and there’s a b
in in the center console for storing larger items. Up above, the shelf for the garage door opener and sunglass holder flips up to become a conversation mirror that allows the driver to monitor kids in the back seat.

Front row passengers have four cupholders: two in the center stack and two in the doors. Left and right temperature controls ensure that all passengers ride comfortably.

The Sport model comes with an AM/FM/6 disc CD player that’s pre-wired for satellite radio. An optional JBL audio system is Bluetooth compatible. A separate option package integrates the upgraded audio system with a navigation display. The navigation display stays illuminated after the driver turns the ignition off, allowing him to take a close look at the map when the car is parked.

New for 2008 is a stowable second-row seat. When installed, the seat allows three passengers to ride in the second row. It releases by lifting up the back edge of the seat, and stows in the rear section of the center console. This gives third-row passengers another way in and out. Since the large C pillars make it harder to climb into the third row from the rear doors, it’s a practical feature. Once seated, third-row passengers have adequate head, leg and shoulder room.

Both second and third-row passengers have their own cupholders. There are map pockets and bottle holders in the rear doors. The second-row seat on the right side slides forward to make access to the back easier.

The cargo area has plenty of tie-downs for securing cargo. On the Limited model, there’s a button in the cargo area that collapses the second-row seats. Folding down the third row seats is a quick, two step operation. A tether on the seatbacks collapses the headrests, while a second tether below it folds the seats flat.

With the second and third row seats folded flat, the Highlander has a large, functional cargo floor that could easily house a couple of bikes or other large cargo. A tonneau cover keeps items in the cargo area away from prying eyes. The cover stows in a small storage area beneath the cargo floor. There is a 115-volt power outlet to the left of the third-row seats, and a third, twelve-volt power point just behind it in the cargo area. Roof rails are standard on all models.
The new Highlander is a great choice for families with active lifestyles, as an alternative to either sport-utility vehicles or minivans. Kids will appreciate the optional rear-seat DVD system, while their parents enjoy the more powerful engine, enhanced safety features and stowable second-row seat. Buyers with active lifestyles should find the cargo area spacious and easy to load, especially when the Highlander is equipped with an optional power cargo door.

The 2008 Highlander is currently rolling out at Toyota dealerships nationwide.

Likes: A versatile vehicle with improved performance and handling, very high level of standard safety features, and a large cargo area that’s easy to load.

Dislikes: Angled second-row door opening makes it hard to enter the third-row seats.

Quick facts:

Base price: $27,300
Price as tested: $31,400*
Horsepower: 270 Hp @ 6200 r.p.m.
Torque: 248 lbs.-ft. @ 4700 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: 17/23 m.p.g. city/highway
Comments: *Pricing on the Sport model does not include options or a $685 delivery charge.

2007 GMC Acadia

By Jim Woodman

2007 GMC Acadia

I first eyed a GMC Acadia when one of my neighbors scored one of the very first ones to be sold in San Diego. The sleek, yet bold design certainly caught my family’s attention and I must admit I’ve been intrigued ever since. No question the Acadia is a very attractive vehicle.

So when it came time to test drive the Acadia, which is named for Acadia National Park, an idyllic island preserve just off the coast of Maine, I couldn’t wait to put the Arcadia through the paces.

My 2007 model, which wasn’t sold till February or March 2007, was the front-wheel-drive SLT-1. There are three trim levels: SLE, SLT-1 and SLT-2. SLE starts at $29,990 and SLT-1 sets you back $33,225 for front-wheel-drive versions. All-wheel-drive will set you back another $2,000 which effectively takes the Acadia out of the ALV best value class on the SLE trim.

That said, for purposes of this review and because I tested the SLT-1 FWD version, I’m obliged to classify this vehicle as luxury because 99% of these are going to be sold north of our $30k best value limit. Of course, if you go nuts on the options and choose an AWD SLT-2 at $38,105 base, you can find yourself sneaking up close to $50k.

If you have to know, the SLT-2 trim dials you into more luxury extras such as rear parking assist, 8-way power seats instead of 6-way, 115 volt power outlet and assorted conveniences that you may or may not want for the extra $2,880 added to the base price. Each trim comes with a 3.6-liter V6 engine that produces 275 horsepower and 251 pound-feet of torque. A six-speed automatic transmission is standard.

Crossover SUVs

And for those that recall my Buick Enclave review, the Acadia, along with the Saturn Outlook, is a close first cousin. These vehicles share the same platform and are part of the fastest growing segment in the auto industry: crossover SUVs.

As a dad with three kids all under eight years, I’ve become a big fan of these crossovers. The fact you can get three rows of seating and, depending on your choice of second row, easily carry seven or eight passengers is a huge bonus. And, unlike three-row SUVs of a few years back that could barely give a child enough leg room in the back row, today’s crossovers are plenty roomy for adults in the back row.

While I wouldn’t want to sit in the back row of an Acadia for an extended road trip, it’s more than adequate for daily commuting and family outings. And, when you consider carrying children, these crossovers are quickly replacing minivans as all-purpose family vehicles.

Child Seat Installation

Installing my 2-year-old’s car seat was a snap. The safety LATCHes were well-placed and didn’t require a struggle with the seat cushions to snap the hooks in place. The rear tether hooks are conveniently placed right behind the second row seats. While a second row bench is optional and can increase seating capacity to eight, our model had a pass-through area between two captain’s chairs which made it very convenient for my kids to get in and out or move between rows.

Acadia also features a “Smart Slide” second row feature that lets the seats slide four inches fore and aft - with just one lever - and easily flip up and out of the way for access to the third-row seats.

Handling and Acceleration

The Acadia handled much like a car and its exceptional turning radius, for a car this size, made getting in and out of tight parking spaces much easier than with my minivan or other large trucks and SUVs I’ve driven. I wasn’t overly impressed with the highway acceleration as I felt it certainly adequate but a little lacking when wanting to go from say 40mph to 70mph. The Acadia seemed to perform best at low-end torque, meaning it does pretty well off the line: 0-40mph.

Shifting was very smooth on normal accelerations but seemed to delay shifts a little too long when accelerating hard. To be fair, very few people are going to pound the accelerator to the floor in an Acadia. This isn’t what the car is designed for and if normal day-to-day commuting and car pooling the kids is your gig, you’ll be grinning ear to ear in your Acadia. Every once in a while I’d get a lag or delay on a downshift but it wasn’t too annoying or noticeable. As with the Enclave, it seemed to occasionally happen when releasing the accelerator at speeds under 30mph.

The Acadia doesn’t seem to be as friendly at the pump as it claims. EPAs are 18 and 26 for city and highway respectively, which seems reasonable but I’d count on being lucky to get 18 mpg on the freeway. I spent most of my time in stop and go traffic and while I didn’t calculate this exactly, I found myself going from a half tank to near empty in less than a hundred miles. I also noticed the fuel gauge could vary significantly based on whether I was parked on a slope or not. After starting the car, and getting to flatter roads, it would take several minutes before I got an accurate fuel gauge reading.

Cargo Storage

I did like the 60/40 third row seat fold down configuration which made hauling gear on one or both sides of the third row very easy. Moving the seats up and down was a snap. Even with the third row in place, there was more than adequate space behind the third row (19.7 cubic feet) for hauling groceries and equipment such as tennis racquets, golf clubs and, if I were to remove both front and rear wheels, my racing bicycle.
With the second and third rows folded down, the Acadia boasts an impressive 116.9 cubic feet of cargo storage. Folding down just the third row, scores you 68.9 cubic feet to haul your gear.

But here’s the cool part — and this is key to why crossovers are so hot. The Acadia delivers literally the same amount of interior passenger space as a Yukon and significantly more cargo room, yet it’s a tad smaller outside. Think about what I just said. A slightly smaller vehicle on the outside, with more room — that drives more like a car — and gets better gas mileage than the large SUV. Can you say no-brainer?

An optional power liftgate ($350), which could also be controlled from the keyless remote allowed me to easily open the rear cargo area. Surprisingly, the remote only allowed me to open the gate. Closing it required me to push a button on the gate. Okay, call me soft but I kind of like these power open and close remote functions.

The center console features a sliding, fore and aft, compartment that has additional climate control buttons for the rear passengers. It’s kind of a slick feature, but the storage space in the center console is a little confusing. It took me awhile to even realize there was a second storage area beneath the top one and it wasn’t all that hefty. Normally, I’d like to pack in CDs, sunglasses and the typical junk we haul around in our cars into the center storage area. It’s like some engineer got a little too cute with the design and forgot the basic principles of simplicity and function.

Plenty of Standard Features

Standard features on my SLT-1 included full power controls for just about everything, leather appointed seats, tri-zone climate control and a full array of airbags. Stabilitrak stability control with roll mitigation, traction control and antilock disc brakes are also included. The base stereo is a six-speaker system with an in-dash CD player with MP3 playback. As with the Outlook and Enclave, I really like the fact I could also store favorite radio stations from different bands on the same memory set. So instead of having to switch to the satellite radio band when I want to switch from a favorite FM station, all I needed to do was push one of my preset memory buttons.

My test model also featured a dual skyscape sunroof ($1300 option) that allowed the front one to fully open and the rear sunroof came with a power sunshade, much to the fascination of my children.

Another love-it-or-hate-it option included a head-up display ($300) which displays your current speed, tachometer and radio station (plus artist for satellite radio) in the windshield as kind of a hologram. It’s a nice feature that will probably help those with a lead foot as that digital speed display is in your face and you’ll immediately know you’re speeding. You can choose to not show the display or move it up or down for optimal viewing angle.

For those looking for a crossover with bold and aggressive looks, the GMC Acadia may just be your ticket. It drives much more like a car than a large Size SUV, yet boasts just as much — or more — passenger and cargo carrying capacity than those big SUVs. GMC’s strong truck heritage certainly comes across when looking at the front grille, yet the exterior lines and styling are distinct and eye-catching enough to ensure you’re not only getting where you want to go with plenty of room, but with plenty of style.

Quick Facts:

Base price: $33,225
Price as tested: $36,879
Horsepower: 275 hp @ 6600 rpm
Torque: 251 lb-ft @ 3200 rpm
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No
Towing: Yes
Off-road: No
Bicycle friendly: Yes
Fuel economy: 18/26 mpg city/highway

2007 Volkswagen New Beetle Convertible

The New Beetle convertible is super-stylish, but is it more than a pretty face?
By Nina Russin

2007 Volkswagen New Beetle Convertible

When Volkswagen designers unveiled the New Beetle, it grabbed the limelight as few cars do. The concept was the darling of the North American International Auto Show, and when production models arrived, they flew out of dealerships in record time.

Then the Mini rolled out, and the New Beetle became yesterday’s news. Why? Because the Mini took the retro concept one step further. Not only did it look cool; it was also uber fast.

Mini buyers found as much to love in the car’s BMW underpinnings as its pop-Brit exterior. They swarmed to SCCA races like a pack of bees, and on the track, the Minis took no prisoners.

I’m not sure why Volkswagen engineers haven’t made a high performance version of the New Beetle. It’s certainly not for lack of talent. Just look at the GTI.

This isn’t to say that the New Beetle is a bad car: it has the solid feel and well-rounded performance that European cars excel at. But with a zero-to-sixty acceleration time of 9.4 seconds, it isn’t going to win any races.

White, white, white

For 2007, Volkswagen offers a triple-white version of the New Beetle convertible. The white exterior and leather upholstery show off the car’s styling to its best advantage. Throughout, the design is clean and uncluttered. On the exterior, the Beetle’s hemispherical profile harmonizes with similar shaped wheel flares, elliptical headlamps and tail lamps. While the soft top limits the size of the rear window, the A and B pillars are narrow, to maximize the front and side glass areas.

Inside, the while upholstery is downright elegant. The gauges are attractive and simple to read. The 140 mile-per-hour speedometer is a nice touch, even if top speed on the automatic model is only 124.

Designers managed to incorporate the temperature and audio controls into a relatively small, uncluttered center stack. The center console has two generous-sized cupholders, and an armrest with a small locking bin. Map pockets in the front doors provide additional storage space. There is a second locking bin between the two rear seats.

The standard ten-speaker audio system is a cut above: it has excellent sound quality, a standard CD changer and MP3 jack. The car is pre-wired for Sirius satellite radio.

The glovebox is small but functional. A grab bar above the glovebox is a throwback to the original Beetle. It has no real value in the new car, except as decoration. Ditto for the bud vase next to the steering column.

The front-row seats are firm and comfortable with good lower back support. The manual adjustments for the driver and front passenger are easy to use. The tilt and telescoping steering wheel allows smaller drivers to maintain a safe distance from the front airbag.

On the convertible, the front seatbelts attach along the rear windowsill. There are hooks on the sides of the seatbacks to keep seatbelts positioned at the passengers’ shoulder height.

Head, shoulder and legroom are excellent up front, but don’t plan to put passengers in back. There is absolutely no legroom, even with the front seats pulled far forward. The rear seats might hold a small pet, and they provide additional space for small packages, since the trunk has very little room. They also flip down to provide a pass-through to extend the cargo floor.

The three-layer soft top does an excellent job of isolating road noise. It also keeps the interior cool in the hot Phoenix summer. Buyers in cold climates should find the same thing in the winter. The standard heated glass rear window enhances visibility in snowy weather.

The top is easy to release with a single-handle. It piles behind the back seat, much like the original Beetle. On the convertible, the driver can lower all four windows with a single switch.

Beach cruiser

Getting behind the wheel, it becomes obvious that the New Beetle is a car to see and be seen in. It is most at home with the top down, motoring along a two-lane road: preferably one by the ocean.

 It is not a car for performance enthusiasts. Not only is the acceleration soft; so is the cornering. That’s a surprise, since the suspension is relatively stiff. Visibility to the front and sides is good, although the long dashboard gives the interior a bit of a fishbowl feel. The raked windshield makes the A pillars more noticeable, but they don’t obstruct visibility.

There are large blind spots to the rear when the soft top is up. I found myself double checking traffic to the right before changing lanes on the freeway.

The 150-horsepower five-cylinder engine has adequate power in the twenty-to-sixty range, for merging into high-speed traffic. Pickup is slow when passing other vehicles at highway speeds. The car has adequate acceleration off the line, but don’t expect to beat other drivers out of the tollbooth.

The rack-and-pinion steering is responsive at all speeds with a nice, on-center feel. Turning radius is a respectable 36 feet. The front-wheel drive chassis doesn’t seem to have excessive oversteer. It should provide a little better traction on wet roads, assuming the driver doesn’t push the car too hard.

High level of standard safety

Volkswagen has been one of the leaders in airbag technology: it was one of the first manufacturers to offer side curtain airbags in its vehicles. While it’s impossible to have side curtain airbags in a convertible, the test car has standard front and side airbags with head and thorax protection. A new active rollover support system deploys two, spring-loaded aluminum posts to protect passengers in a severe collision. Other standard safety features include antilock brakes, traction control, and electronic stabilization program.

Affordable fun

As convertibles go, the New Beetle offers a lot for the money. Base price on the drop top is $22,120. Sticker on the test car is $26,630: well within the limits of our best value category. All cars come with a five-year powertrain warranty and four years of standard roadside assistance.

Fuel economy is good: 22/30 miles-per-gallon city and highway, using the 2007 E.P.A. standards. Expect the fuel ratings to go down slightly for the 2008 model year, since the government has changed the certification system to more accurately reflect real driving conditions.

The triple-white New Beetle convertible is currently on display at Volkswagen dealerships nationwide.

Likes: Outstanding styling, inside and out: the New Beetle has the classic geometric shapes and simplicity of Bauhaus architecture. It is affordable, has good fuel economy, and a high level of standard safety features.

Dislikes: Lack of engine power, especially low-end torque.

Quick facts:

Base price: $22,120*
Price as tested: $26,630
Horsepower: 150 Hp @ 5,000 r.p.m.
Torque: 170 lbs.-ft. @ 3,750 r.p.m.
0 to 60: 9.4 seconds
Antilock brakes: Standard
Side curtain airbags: N/A
First aid kit: No 
Towing: No
Off-road: No
Bicycle friendly: No
Fuel economy: 22/30 m.p.g. city/highway
Comments: *Base price does not include a 640 destination charge.