2008 Dodge Caliber SRT4

Lean mean five-door machine
By Nina Russin

2008 Dodge Caliber SRT4

In a perfect world, everybody would be able to drive a car with two seats, abundant horsepower, and a perfect front-to-rear weight ratio. Packs of elves would ferry cargo and children under the age of sixteen to their destinations. Mortgage payments, power and cable bills would not exist. Nothing would ever break down, and college tuition would be free.

In the real world, people with families want affordable cars that don’t feel like appliances. While a high-performance family wagon may seem like an oxymoron, such an animal exists. The Dodge Caliber SRT4 holds five people, averages 24 miles-per-gallon, and comes with standard antilock brakes, electronic stability program and side curtain airbags.

The standard 285-horsepower engine accelerates from zero-to-sixty in just over six seconds. Top speed is 155 miles-per-hour.

Twin turbochargers and a free-flow stainless exhaust make the car breathe like a sprinter. It also stops on a dime, thanks to twin-piston front brakes with massive rotors. A race-inspired clutch gives the six-speed transmission an extra kick in the pants.

The hot-rod Caliber comes in four colors: none of them are boring. Base price, including destination charges, is $23,000.

Giddy up

The new Caliber SRT4 was the second half of a recent Chrysler program in southern Indiana that also included the all-new Jeep Liberty. While the Liberty appeals to drivers who seek their thrills off-road, the Caliber is a street-legal machine that loves to go trackside. But unlike some street machines, the Caliber is practical enough to be a family’s only car.

Except for a stiffer-than-average clutch, it’s quite drivable. Gauges are easy to read without obstructing the forward view: the electronic boost gauge is to the left of the steering wheel, below the dash. Visibility to the rear is also good, despite the car’s rather wide D-pillars.

The short-throw shift lever is easy to use. Braking is firm but not grabby. Sixty-to-zero braking distance is 125 feet.

A single large exhaust pipe emits a throaty purr during acceleration. The SRT4 has more road noise than the standard Caliber, but that’s something the intended audience will probably appreciate. There is no noticeable wind noise around the mirrors or windshield, and the sound from the tires isn’t so loud that it drowns out conversation inside.

Hood scoops and brake ducts prevent the car from overheating when idling in hot weather. My test drive included ten miles through Indianapolis during rush hour. Despite record heat and high humidity, there was no change in performance, and engine temperatures remained normal.

Four-wheel independent suspension gives the SRT4 a comfortable ride on the average pothole-ridden freeway. Large front and rear stabilizer bars keep the chassis flat in the corners, and resist the tendency of the front-wheel drive car to understeer. Engineers also made the rear spoiler larger to increase down-force. I pushed the car hard into a couple of turns, and never lost control of the front end.

In the interest of performance, engineers lowered car’s ride height, which puts the front fascia pretty close to the road. Ground clearance is just under seven inches: enough to clear the average driveway, but a potential problem driving through deep snow. The standard R-rated tires provide excellent traction in warm weather, but cold-climate denizens should probably count on a separate set of treads for the winter.

Hot rod interior

Designers spiced up the interior with high-performance seats and a carbon leather steering wheel. Side bolsters on the front bucket seats are aggressive enough to hold passengers in place without limiting access and egress. The white-faced gauges are easy to read. Buyers can opt to add “performance pages:” a display that records acceleration times, speed, braking distance and G-forces.

Pedal covers give drivers extra grip at the track. The shift lever is an inch shorter than the standard Caliber for faster, cleaner gear changes. The Getrag gearbox includes a standard reverse lockout ring.

Buyers can upgrade the standard audio system to a 322-watt Kicker sound system with thirteen speakers. The rear speakers flip down from the tailgate, for an open-air party.

Caliber’s rear seats fold flat to extend the rear cargo area, making the car bicycle friendly. A vinyl load floor in the cargo area is removable and washable.

Up front, a chill zone provides cold storage for up to four 20-ounce cans or bottles. A flip pocket in the center armrest holds a cell phone or MP3 player.

Map pockets in the doors add additional storage, as does a small shelf in the center stack underneath the audio system. Audio and temperature controls are easy to reach from either front seating position.

High level of standard safety

The Caliber has received five-star crash ratings for both frontal and side impacts. In addition to standard front and side-curtain airbags, the SRT4 also has an inflatable knee blocker that protects the driver in the event of a crash. Antilock braking, traction control, and electronic stability program are standard equipment, as is a tire pressure monitoring system.

The Caliber SRT4 rolls into dealerships the fourth quarter of this year.

Likes: The Caliber SRT4 is a great package for drivers who want performance but need the practicality of a five-seat passenger car. The 285-horsepower engine and six-speed manual gearbox deliver plenty of low-end power for launching off the line. The suspension is compliant enough for daily driving, but stiff enough to handle autocross on the weekends. Steering feedback is excellent.

Dislikes: The stiff racing clutch may be a problem for urban commuters who spend a lot of time in gridlocked traffic.

Quick facts:

Base price: $22,995*
Price as tested: N/A
Horsepower: 285 Hp @ 5700 r.p.m.
Torque: 265 lbs.-ft. @ 2000 r.p.m.
0 to 60: 6 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No 
Towing: No
Off-road: No
Bicycle friendly: Yes
Fuel economy: 21/26 m.p.g. city/highway
Comments: * Base price includes the destination charge.

2008 Chrysler Town & Country Ltd.

Swivel and go
By Nina Russin

2008 Chrysler Town & Country

Call me a geek, but I love minivans. On the practical side, minivans hold lots of people and lots of gear: as much or more than most sport-utility vehicles. My friend, Kathy Graham, rolls her Harley into the back of her Dodge Caravan and drives it to races. The Caravan has second and third-row seats that stow in the floor, producing a large tall cargo area. Needless to say, putting a couple of bicycles in back is a non-issue.

Minivans get better fuel economy than most sport-utility vehicles because they’re more aerodynamic. They’re not as good for off-road driving or towing, but they can easily navigate the occasional dirt or gravel road.

Minivans also tend to float under the radar. Did I mention that I’m a geek with a lead foot?

Chrysler invented the minivan: the first models rolled out in 1983. While other manufacturers have introduced formidable competitors to the segment, Chrysler and Dodge are the brands people buy most. The first driver’s side sliding door, sliding overhead bins, integrated child booster seats, and Stow ‘N Go seats that fold into the floor are a few of the reasons why.

The fifth-generation Dodge and Chrysler minivans begin shipping to dealers this month, with nationwide availability in September. A more powerful V-6 engine, six-speed automatic transmission, Swivel “N Go seating and a second-row table that stows in the floor should wet the appetites of buyers looking for a living room on wheels.

Chrysler invited a group of journalists and their families to experience the new minivans in San Diego. Attendees ranged from toddlers to senior citizens. The drive route was equally diverse: a mixture of freeways and twisty canyon roads through mountains to the east, gridlock traffic and sparsely populated rural byways.

I drove the Chrysler Town & Country Limited with my husband Rob serving as navigator. The Limited is the plushest grade among the new Chrysler offerings. Our car featured the new four-liter V6 engine with a six-speed automatic transmission, seventeen-inch wheels and tires. Options included the Swivel N Go second-row seats, DVD entertainment system, Sirius back seat TV and a power-folding third row seat that collapses into the floor.

Hot rod kitchen

The Swivel N Go seats turn the back of the minivan into a family kitchen. The second-row seats swivel 180-degrees and lock into the rear-facing position. It’s a simple operation. A strap to the outside of the seat cushion releases the seat so that it can pivot to the rear. The seats meet the same federal safety regulations in both forward and rear-facing positions.

Our minivan had leather trim, but available YES essentials fabric might appeal more to people with active lifestyles. The stain and odor-resistant fabric is perfect for those of us who shed several gallons of sweat on an average morning.

A table that stows under the floor mounts in between the second and third-row seats. It works like a beach umbrella. A pole locks into pins on the floor of the minivan, and the tabletop mounts on top of it, swiveling and locking into a second pin-mount. Chrysler’s kitchen on wheels also features two DVD players with separate inputs over the second-row seats, and a third screen in back that plays three channels of Sirius satellite radio. To think: when I was a kid, I counted license plates.

Unlike the Stow N Go system, the Swivel N Go seats don’t collapse into the floor. Still, there’s plenty of cargo space with the third-row seats tumbled into the floor, and the second-row seats folded flat or pivoted backwards. A roof rack is standard on the Limited grade.

The third-row power seat that collapses into the floor also flips back for the Sunday tailgate party. The upgrade tens-speaker surround sound system is standard on the Limited model, with Sirius satellite radio. The power rear liftgate makes the back seat easy to access for passengers, and saves the person loading cargo the effort of digging for keys with armfuls of gear. A button on the D-pillar closes the liftgate.

There are large cup or bottle holders outboard of the third row seats, with storage trays large enough to hold small electronic devices. There is a twelve-volt power point and a 115-volt inverter in the C pillar, in case someone wants to plug in a computer.

Front and rear climate controls ensure that all passengers ride comfortably. Though the temperatures in San Diego aren’t as hot as they are in Phoenix, the areas close to the desert got up to about 100 degrees. It was easy to cool down the car and maintain a comfortable temperature.

The power front seats are easy to adjust. Drivers have eight power adjustments and power adjustable pedals on the Limited grade, with a standard tilt steering column. The mirrors are easy to adjust for good visibility around the car. A rear back-up warning system includes a rear-view camera, eliminating blind spots to either side and below the rear window.

Cup and bottle holders are abundant, in the center console and in all four doors. The gearshift is on the instrument panel to the right of the gauges, clearing up floor space for additional storage. A large, two-piece glovebox keeps valuables out of sight.

An overhead storage bin holds sunglasses and flips down to serve as a conversation (kid-watching) mirror. An overhead console adds additional storage, and slides back to the second row.

Power to spare

The new four-liter engine has plenty of power for accelerating into traffic or climbing steep grades. The power was so good that I almost forgot I was driving a minivan. The six-speed automatic transmission is seamless: there is very little shift shock. Because of its weight, the car has a tendency to push or understeer, especially when descending a grade and cornering. I found myself fighting the wheel when I was going through some of the canyon grades. To be fair, I was driving pretty aggressively: faster than most people with a van full of kids would.

Fuel economy is 16/23 miles-per-gallon city/highway using the stricter 2008 standards. Buyers who want to spend less at the pump should opt for the smaller 3.3-liter engine, which averages about a mile-per-gallon more. The 3.3-liter engine is also flex-fuel compatible: it can run on up to eighty-five percent ethanol.

Standard disc brakes stop the car quickly and evenly. The independent front suspension and twist-beam rear axle provide a comfortable ride for all passengers. Stabilizer bars keep the car flatter in the corners. Steering is soft, but not excessively so. The car goes where the driver puts it. I never had that disconnected feeling that comes from power steering with too much assist.

A towing-prep package raises the towing capacity to 3600 pounds, meeting our ALV standards. Vehicles equipped with the towing prep package have self-leveling shock absorbers, making it easier to climb and descend steep grades.

The under-floor storage means sacrificing ground clearance on all of the models. Clearance is six inches: a good off-road vehicle has at least eight. That makes the minivans less than ideal for boulder or root-strewn trails. Graded dirt roads or moderate amounts of snow shouldn’t be a problem.

Lifetime powertrain warranty

The minivans come with a new lifetime powertrain warranty: an industry first. The new warranty applies to all Chrysler and Dodge vehicle sold after June 26, with the exception of SRT cars, the Dodge Sprinter, rental or diesel cars. The warranty protects the owner against any powertrain failures caused by the factory. Coverage is limited to the first registered owner or lessee.

Pricing for the Town & Country Limited begins at $35,670. Cost for the test car was $39,510, including a $730 destination charge. Town & Country minivans are rolling off the assembly line at Chrysler’s St. Louis, Missouri plant.

Quick facts:

Base price: $35,670
Price as tested: $39,510
Horsepower: 251 Hp
Torque: 259 lbs.-ft.
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: 16/223 m.p.g. city/highway

2008 Audi TT Coupe

The second-generation Audi TT is a stylish two-plus-two with standout performance.
By Nina Russin

2008 Audi TT Coupe

The Audi TT packs a mighty punch. Not only is it beautiful, sexy and fast; it’s also surprisingly versatile. With available Quattro all-wheel drive, the TT coupe is a year-round car with the ability to go off-road. The seats are comfortable, and the cargo area remarkably spacious.

The second-generation model is slightly longer and wider than the car it replaces, making for a roomier interior. But its low center of gravity connects the driver to the road, maintaining the sporty feel that made the original TT a hit among driving enthusiasts.

The 2008 Audi TT comes with either a turbocharged four-cylinder or naturally-aspirated V6 engine. A six-speed manual gearbox is standard. The test car is the front-wheel drive model with the two-liter engine and S-tronic transmission. The automatic transmission is a no-cost option: the driver can manually select gears by tapping the shift lever or by pulling shift paddles mounted behind the steering wheel.

A premium option package adds a leather steering wheel, heated power front seats, rain-sensing wipers and an upgraded stereo. Optional eighteen-inch wheels and high performance tires give the car a larger, stickier footprint.

Like most two-plus-twos, the rear seat is marginal. It will hold pets or small children, but not adults. It’s biggest asset, aside from reducing insurance costs, is that it adds some extra storage space. 

Outstanding design, inside and out

The first thing I noticed about the TT was its steering wheel: on a scale of one to ten, it’s an eleven. The square bottom design comes from a LeMans sports car concept. The wheel is just the right size, with redundant volume and cruise control dials in front, and shift levers in the rear.

Why is the steering wheel so important? It’s the first touch point the driver encounters: a good first encounter goes a long way towards promoting a great relationship. It’s also the primary way the driver receives feedback from the car’s steering system and suspension.

The TT’s lightweight aluminum frame and fully independent suspension produce an exceptionally nimble ride with a strong on-center feel. The TT uses an electronic steering mechanism rather than a mechanical pump. Its primary advantage is weight reduction. From the driver’s standpoint, it’s invisible technology, as it should be.

The asymmetrical steering wheel allows the driver to see the relationship between the steering wheel angle and the positions of the wheels. It’s a distinct advantage when driving the car for sport, because it helps the driver to learn difficult maneuvers faster.

The coupe’s bullet-shaped exterior hearkens back to pre-War industrial design: particularly Bauhaus style. Simple geometric forms define each aspect of the car: round wheel arches, an angular rear section, and trapezoidal front grille.

A speed-sensitive rear spoiler is invisible when the car is parked. It deploys at speeds over seventy-five miles-per-hour to improve down force on the rear axle. It’s especially important on the front-wheel drive model, since most of the car’s weight is in front. The spoiler reduces the tendency for the rear end to break loose, causing the car to understeer or “push.”

Small engine, big performance

The two-liter turbocharged engine is remarkably powerful. It develops peak torque at speeds as low as 1,800 revs, and maintains it almost to red line. The 207-horsepower engine accelerates from zero-to-sixty-two in 6.4 seconds. Merging into high-speed traffic is a non-issue.

Turbocharging not only boosts power; it also reduces emissions by increasing the amount of air passing through the engine. Since internal combustion engines are inherently inefficient, there is always unspent gas that goes out the exhaust pipe. More air passing through the engine translates to less unspent gas and fewer exhaust fumes.

The TT is an exceptionally light car. Because most of the car is aluminum, curb weight is 2772 pounds. Not only does this enhance the power-to-weight ratio, it also makes the car perform better in the turns. The coupe prances through corkscrews on two-lane rural roads: ditto for cloverleaf formations on the freeway.

The six-speed automatic transmission enhances fuel economy by maintaining the ideal gear for the given speed. The car averages 27 miles-per-gallon with the more stringent 2008 EPA standards.

Visibility is excellent all the way around the car. The seats on the new TT are lower than the first model to give the car a sportier feel. But with the power option, smaller drivers can raise the seats for a better forward view. Redundant turn signals on the side mirrors allow drivers to either side to car know when the driver is turning.

Four-wheel disc brakes are standard. Engineers are using a new brake pad material that fades less in the heat for better performance on long drives. Standard antilock brakes help the driver maintain directional control on wet or snow-covered roads.

Driver-oriented cockpit

Everything the driver needs is within easy reach. The knobs and dials are intuitive enough that the driver can make adjustments without taking his eyes off the road. For example, the volume control on the steering wheel is a dial that spins up or down, while the gear paddles on the back of the wheel operate with the touch of a finger. The temperature and audio controls on the center stack are simple and uncluttered. There is a driver information display between the gauges that lists time, temperature, and audio settings.

Map pockets in the doors hold paperwork. There is a 12-volt power point on the center console behind the cupholders, and a small shelf behind that for a cell phone or PDA.

The cupholders are way too small to be practical. I consider them the only weak link in the car. I realize that Germans hate cupholders, but they have to accept the fact that Americans drink in their cars, and in warm climates, they consume fluids more than two ounces at a time.

Leather and suede seating surfaces are attractive and practical. Unlike leather, the suede stays relatively cool, even in hot climates. The test car is black inside and out. I was amazed at how comfortable the seats were, even when I entered the car mid-day, with ambient temperatures of about 110 degrees.

Versatile cargo area

The sharply raked rear end of the coupe makes it difficult to load tall items in back. But with the seats folded flat, the cargo area holds a remarkable amount of luggage. I was able to load thirty boxes of running shoes into the hatch. Folding the seats is simply a matter of releasing levers to the outside of the seatbacks. It is not necessary to remove the headrests or seat cushions.

There are four tie-down hooks to help secure items so they don’t slide forward. The undersized spare and jack are stowed under the cargo floor, making them easy to reach without impinging on the luggage space.

While the standard tonneau cover doesn’t hide all of the cargo, it shields enough to most items concealed. A button on the key fob releases the rear hatch. Shorter drivers may have a hard time closing the hatch because there is no handle on the bottom lip. In my case, attempting to close a scalding piece of black sheet metal wasn’t particularly pleasant. A small grip on the edge or inside of the door would be an easy way to fix the problem.

Lots of car for the money

Base price for the TT coupe is $34,800. It isn’t a cheap car, but compared with other cars offering comparable performance, I think it’s a great value. The TT feels and drives like a high-luxury car.

The new Audi TT coupe is currently on display at Audi dealerships nationwide.

Likes: Elegant design and outstanding performance. Audi’s racing heritage shines through in the new TT. It is a light, nimble car with excellent acceleration, a strong on-center feel and linear braking.

Dislikes: Ridiculously small cupholders.

Quick facts:

Base price: $34,800
Price as tested: $38,470*
Horsepower: 200 Hp @ 5100 r.p.m.
Torque: 207 lbs.-ft. @ 1800 r.p.m.
0 to 60: 6.4 seconds
Antilock brakes: Standard
Side curtain airbags: N/A
First aid kit: No
Towing: No
Off-road: No
Bicycle friendly: No
Fuel economy: 23/31 m.p.g. city/highway 
Comments: Base price does not include a $720 destination charge.

2007 Toyota Camry Hybrid

Toyota’s best-selling midsize sedan goes green

By Nina Russin

2007 Toyota Camry Hybrid

For years, the mid-sized Toyota Camry has been the go-to car for families seeking reliable, affordable transportation. The newest Camry, that debuts this year, adds a twist: availability of the same hybrid technology used in the Prius hatchback.

However unlike the Prius, engineers focused on improved performance, particularly acceleration, by using the electric motor to enhance the Camry’s low-end torque. The four-cylinder engine in the hybrid, paired up with an electric motor, has similar power and performance to the 3.5-liter V6, with about thirty percent better fuel economy.

While previous generations have been compared to the perfect breadbox, the newest Camry is a spirited performer, able to hold its own in the race from the entrance ramp to the left lane of the freeway.

Pretty enough for Ojai, but tough enough for Phoenix

I first drove the Camry hybrid last fall on the two-lane rural roads around Ojai, California. Those roads did a good job of showcasing the car’s nimble steering and refined suspension, which held the tight turns through the canyons.

The 2007 models ride on bigger wheels and tires than the models they replace: the larger footprint translates to better traction and improved cornering. Engineers balanced off the package with larger disc brakes and a refined, independent suspension. While the new car rides on a longer wheelbase, engineers shortened the front and rear overhangs to reduce the car’s turning radius.

Because the electric motor develops maximum torque at very low speeds, the hybrid has exceptional acceleration, which is most obvious climbing hills and merging into high speed traffic. Fuel economy is 43 miles-per-gallon in the city, and 37 on the highway, as opposed to the 22/31 mile-per-gallon ratings for the V6.

The fuel economy improvement is greatest for those who commute through urban traffic, since the gas engine shuts off when the vehicle is idling. Heat from the brakes is used to recharge the vehicle’s nickel-metal hydride battery.

Driving a car on rural roads for an hour is one thing: living in it for a week is another. I got back into the Camry in the middle of a particularly hot Phoenix summer.

While summer used to be the time when Phoenix snowbirds flew the coop, the city’s year round population has made traffic a year-round problem. In the summer, the combination of congestion and scorching heat tests everybody’s patience.

One of the things I love best about Toyota’s hybrid cars is that the air conditioning compressor is electrically controlled, so it works with the gas engine turned off. It doesn’t take long for heat inside a car to build up when the ambient temperature is 118 degrees. That’s why some hybrids don’t work here. The minute the car pulls up to a traffic light, the passenger compartment turns into an oven.

The Camry’s cockpit maintains a constant temperature no matter how hot the sun is, or how long the car is stuck idling in rush-hour traffic.

While the Camry’s styling is still conservative, it’s new exterior is more elegant than it is plain vanilla. A sweeping front grille rides between two long, swoopy headlamps. The profile is low and lean  Although the car is still geared towards value-conscious customers, designers have given them the impression of luxury, inside and out.

A more spacious, versatile interior.

The Camry’s interior seems almost as spacious as the larger Toyota Avalon. The front seats are comfortable and ergonomic. They incorporate the same whiplash lessening design as the seats in the Toyota Prius.

Designers pushed the cowl forward to increase the size if the windshield. It adds to the air of spaciousness to the interior. The instrument panel wraps around the driver and front passenger.

All models come with a tilt and telescoping steering wheel to make it easier for drivers of all sizes to feel comfortable. The center console incorporates a large storage console and good-sized cupholders. 

The temperature controls on the hybrid model allow the driver and front passenger to have separate settings. Temperature and audio controls are easy to reach from both front seating positions. An optional navigational system adds an upgraded audio system that is Bluetooth compatible.

The rear seats comfortably accommodate two adults, with plenty of shoulder, hip and legroom. The seats fold flat to increase the cargo floor length, making it large enough to hold a bicycle. While sedans aren’t as practical as station wagons and sport-utility vehicles for those who regularly haul large cargo, the Camry’s pass-through is uncomplicated and easy to use.

The hybrid comes full-loaded with safety features, including antilock brakes, front, side and side curtain airbags. Daytime running lamps are a handy feature for those who live in climates with poor winter light.  Other standard features include a tire pressure monitoring system and heated side mirrors. The integrated vehicle dynamics management maintains directional control through the use of traction and stability control.

A new sweet spot in the Toyota lineup

The Camry hybrid is a reminder for those of us that get nostalgic for simpler times that technology, in the right hands, can dramatically improve our quality of life. Who would have dreamed of a car forty years ago that could go faster, and transport us more comfortably, using less fuel, and requiring no more maintenance than a traditional gas engine?

The newest generation of Camrys are more stylish, more luxurious and perform better than the models they replaced. They’re not just a variation on an overplayed theme.

Toyota’s hybrid synergy drive, continues to set the industry standard for efficiency and performance. The new hybrid is not your father’s Camry and that’s a good thing. Your father would have been jealous.

The Camry hybrid is one of four available grades for 2007. Models include four and six-cylinder versions of the sedan: a sporty SE grade features specially tuned suspension and a lower center of gravity for enhanced handling at speed. All four models are currently available for test drives at area Toyota dealerships.

Likes: Exceptional low-end power and fuel economy, stylish exterior, comfortable and ergonomic interior.

Dislikes: Buyers pay about a $1500 premium for the hybrid model. Base price is $25,900, as opposed to $24,315 for the SE V6.

Quick facts:

Base price: $25,900
Price as tested: $26,709
Horsepower: 147 Hp @ 6000 r.p.m.*
Torque: 137 lbs.-ft. @ 4,000 r.p.m.*  
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No  
Towing: No
Off-Road: No
Bicycle friendly: No
Fuel economy: 40/38 m.p.g. city/highway  
Comments: Horsepower and torque ratings are for the gas engine only. Toyota estimates net horsepower for the gas and electric motor combined at 192. Torque for the electric motor is 203 lbs.-ft. @ 1500 r.p.m. Base price does not include a $580 destination and delivery fee.

2007 Jeep Compass Sport 4X2

Affordable Crossover
By Nina Russin

2007 Jeep Compass

Jeep calls the compass a sport-utility vehicle, but it’s more of a crossover. The first front-wheel drive Jeep shares chassis components with the Dodge Caliber and Jeep Patriot. All three vehicles are produced on the same assembly line: flexible manufacturing allows engineers to tweak each car for a different purpose. The Caliber is the most car-like platform, intended primarily for paved roads, while the trail-rated Patriot has good off-road traction thanks to all-wheel drive, hill descent control and crawl ratio gearing.

The Compass falls somewhere in-between. It has the Patriot’s high ground clearance, and when equipped with optional all-wheel drive, can navigate some moderate trails and sand dunes. While both Patriot and Compass share the same automatic transmission, the Compass is not available with the optional crawl ratio. It also lacks the underbody cladding that protects chassis components from rock damage, and allows the Patriot to ford deep water.

The front-wheel drive Compass has some advantages over the Patriot for buyers who rarely drive off-road. Fuel economy is a big one. While the all-wheel drive Patriot averages twenty-two miles-per-gallon, the Compass gets almost twenty-six. The Compass is also more affordable: almost five thousand less for the front-wheel drive base model than the four-wheel drive Patriot.

Both cars run on a 2.4-liter four-cylinder engine developed as a joint venture between DaimlerChrysler, Hyundai and Mitsubishi. The manufacturers reduce production costs by pooling their collective engineering resources, and producing the engines in large numbers as a dedicated assembly plant.

While the 172-horsepower engine isn’t exactly a barn burner, it has enough power for urban driving: decent acceleration off the line, and enough high-end power to pass other cars on the highway. Variable valve timing allows engineers to maximize fuel economy while maintaining enough torque to make the car accelerate hard.

The continuously variable transmission lacks the shift shock of normal automatic transmissions, and also contributes to better gas mileage. There was a noticeable chuggle on the test car during deceleration: probably the torque converter clutch solenoid disengaging.

In order to save gas mileage the transmission uses a friction coupling when the car is cruising, and converts back to a liquid coupling when the driver speeds up or slows down. The torque converter clutch solenoid engages and disengages the friction coupling.

I also noticed some rough idle, especially when the air conditioner was set at maximum. The air conditioner places additional load on the engine, so it comes close to running too lean. The symptom is more vibration than normal: not great performance, but probably something an owner could learn to live with.

Seventeen-inch wheels and all-season tires are standard on the sport model. They provide a wide and stable footprint for driving on paved roads. The standard undersized spare works fine on paved roads, but isn’t as good as a full-sized spare on trails and graded dirt roads. Buyers who plan to drive any distance off-road should probably opt for all-terrain tires and a full-sized spare: available from the factory. Standard discs give the Compass firm, linear braking, while the four-wheel independent suspension allows both rows of passengers to ride in comfort.

Rack-and-pinion steering provides good handling characteristics on the highway. It is easy to maneuver through traffic, and has a positive on-center feel for making quick lane changes or emergency maneuvers. Turning radius is a touch over 35 feet.

Ground clearance is just over eight inches: enough to clear errant rocks and roots on a dirt road. Engineers positioned the wheels close to the corners of the car to keep the front and rear overhangs short. The angles of approach and departure are sufficient to ascend and descend the types of steep hills one finds on dirt roads and trails.

The Compass is not a good car for towing, partly because it’s front-wheel drive, and also because the engine lacks sufficient power. Even with the optional trailer tow package, towing capacity is only 2000 pounds: far below our minimum active lifestyle vehicle standards.

Standard safety features include traction control, antilock brakes, electronic roll mitigation and electronic stability program. Front and side curtain airbags protect both rows of passengers in the event of a serious collision.

Durable interior

I love the interior of the Compass because it’s simple and practical. The test car has optional YES essentials fabric that resists stains and odors. As someone who often enters cars dripping with sweat, it’s a huge benefit. I didn’t have to keep a towel on the driver’s seat to avoid staining the fabric. In the southwestern summers, cloth upholstery is far more comfortable than leather.

The manually adjustable seats are easy to use and comfortable. A standard tilt steering column allows me to find a comfortable driving position, and keep the wheel low enough so not to obscure my view of the road. The center armrest slides fore and aft to accommodate drivers of different sizes. The armrest lid opens to reveal a small pocket for holding a MP3 player, PDA or cell phone. Passengers will find the large map pocket above the glove box a handy storage spot.

The test car has the standard sound system: an AM/FM/CD changer with a MP3 jack. Audiophiles can upgrade to a Boston premium sound system with Sirius satellite radio.

The second-row seats are comfortable enough for a long road trip, although taller passengers may be squeezed for legroom. While the Compass has three seating positions in back, it holds two adults comfortably. Second-row passengers get their own cupholders, in the back of the center console: they are large enough to stow water bottles. All four doors have map pockets.

Anyone who lives in a warm climate will want to purchase air conditioning: a $2850 option package on the Compass Sport. The option includes tinted glass, power mirrors, windows and locks, a 115-volt power point, remote keyless entry, and a rechargeable lamp that can be removed from the car and used as a flashlight.

The other major option on the test car is a driver convenience group package that adds an ambient temperature display, fuel meter, and tire pressure monitor. The fuel meter shows the predicted driving range. For reasons I don’t quite understand, it seemed to jump around a lot. I would turn off the ignition with the meter reading “200 miles to empty,” and find it at “220 miles to empty” when I turned the ignition back on. For that reason, it seemed more annoying than useful. I would rather look at the analog gas gauge, and fill the tank before it’s running on fumes.

The vinyl load floor in the cargo area is removable for cleaning: another great feature for anyone with an active lifestyle. The rear seats fold down using straps to the sides of the seat cushions. It’s an easy system to use. With the rear seats flat, the Compass will easily hold a bike or two with the front wheels removed. The liftgate is easy to use for people of most sizes, and reveals a large opening that makes the back easy to load up. Roof rails are standard on all models.

Total price on the test car is just over $20,000, making the Compass an affordable car for people who want some extra cash in the bank for athletic gear. The Compass is produced at Chrysler’s Belvedere, Illinois plant, and is currently on display at Jeep dealerships nationwide.

Likes: Affordable, versatile crossover with good fuel economy, an attractive and practical interior, and plenty of room for four adults. While it is not trail rated, the Compass has enough ground clearance and standard traction control, for driving in snow or on unimproved dirt roads.

Dislikes: The second-row seats may be short on legroom for taller passengers.

Quick facts:

Base price: $15,550
Price as tested: $20,615
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: No
Bicycle friendly: Yes
Fuel economy: 24/27 m.p.g. city/highway

2007 Mercedes-Benz ML320CDI

Diesel for a small planet
By Nina Russin

2007 Mercedes-Benz ML320 CDI

I’m listening for the sound of diesel tick, but there is none. No clapity-clapity-clapity under the hood, and no black smoke billowing from the tailpipe. When I push on the gas pedal, I don’t have to count “One banana, two banana,” before the car moves forward. Acceleration off the line is strong and linear. This can’t possibly be a diesel, or can it?

Here’s the best news: after over a hundred miles of city and highway driving, the gas tank is still three-quarters full. In fact, the new Mercedes-Benz M-Class CDI gets better fuel economy than its gas-powered cousins: about twenty-five percent better to be exact.

Why are the new diesel cars so much better than the smoke, belching, sluggomobiles of yore? One reason is that the fuel itself is better. By federal ordinance, gas stations have to make reduced-sulfur diesel available this year. The reduced sulfur content enables engineers to use more effective emissions controls on the cars.

The second, and perhaps most important advance has to do with the on-board computers that manage engine function. The new common-rail diesel engines inject fuel directly into the cylinders, giving the engines better power delivery and fuel economy. The turbochargers on the new M-Class CDI boost airflow through the engine by using exhaust-driven blowers. Since internal combustion engines are inherently inefficient, there’s almost no such thing as too much air, especially when the on-board computer can make instantaneous adjustments to the air/fuel mix, depending on the driving conditions.

Miles to go before I refuel

I start my M-Class test drive in rush-hour traffic. At five in the afternoon, the 101 freeway in Phoenix’s east valley is a parking lot. Maximum speed rarely tops 25 miles-per-hour. I pop in a compact disc and prepare for the long haul.

An hour later, I arrive at my destination, which is coincidentally about twenty-five miles from where I started. The gas gauge is still on “full.” The drive home is about ten miles longer. The needle has moved slightly, but not much.

The following day, I have to haul a few cartons of shoes between our two running shops. This will be a good chance to test the fold-down mechanisms on the second-row seats. The seat cushions flip forward; the seatbacks fold flat using a lever on the outside edge of each seatback. The operation takes about thirty seconds for each side. Once completed, there’s a large, flat load floor with cargo tie-down loops. I’d prefer an easy-to-clean vinyl floor to carpeting, but the carpeting wouldn’t stop me from buying the car.

The M-Class could easily hold a bicycle with the front wheel removed with the second-row seats in place. With the seats folded flat, it could easily hold several, or in this case, about fifty pairs of shoes, a large clothing rack and the clothes that were hanging on it.

This time traffic is lighter, so I can test the car’s acceleration, steering response and braking. The M-Class has plenty of punch off the line, merging into high-speed traffic, and passing other cars on the highway. A fully-independent suspension smoothes out any bumps in the road. The car rides on seventeen-inch wheels and R-rated tires, which give it a nice, stable footprint. The rack-and-pinion steering system offers excellent driver response, and a respectable turning radius of 37.9 feet.

All cars come with a seven-speed automatic transmission, that the driver operates using a small, finger-sized lever on the steering column. The lever eliminates the long shift lever on the center console, giving the driver more elbow room.

The M-Class has unibody construction, giving it the ride and handling of a passenger car. While unibody construction isn’t quite as durable as body-on-frame, it will probably meet the needs of most drivers, who drive on dirt roads, but who aren’t planning to tackle the Rubicon trail. Having driven the gas-powered M-Class through deep mud, over exposed roots and boulders, I can speak for its off-road capability, which is considerable. Permanent four-wheel drive is standard, but the M-Class doesn’t have a two-speed transfer case to provide the extremely low gears that some off-road driving requires.

Standard downhill speed regulation and hill-start assist make it easy to climb and descend steep hills in complete control. The hill-descent function maintains a speed of between three and ten miles-per-hour, according to the driver’s choice, without using the brakes. The hill-start feature maintains brake pressure for a second after the driver releases the pedal, to keep the vehicle from sliding backwards on a steep hill.

The round trip between the two shops adds another forty miles or so to the trip meter. The needle is about half way between the “full” and “three-quarters” marks. I’m relieved to know that the gas gauge works: I was starting to think that it might be stuck.

Inside, pure luxury

After all, it’s a Mercedes. The optional leather trim may not be practical, but it sure is comfy. Eight-way adjustable front bucket seats are standard, as is a power tilt-and-telescoping steering wheel.

The Germans have finally accepted the fact that Americans won’t buy cars without cupholders. The M-Class has two, generous-sized cupholders in the center console: each will hold a large water bottle firmly in place. There are two additional cupholders for the rear-seat passengers. The two-tier bin in the center console has plenty of room for electronic devices or a small pack. The glovebox, also generous sized, has a jack for MP3 players or iPods. There are four twelve-volt power outlets.

Both rows of seating have plenty of leg and shoulder room for adults. The test car came with the optional heating package that includes a heated steering wheel, front and rear heated seats. The warm spring weather in Phoenix wasn’t conducive to testing the seat heaters, but they’re a nice feature for drivers who live in four-season climates.

High level of standard safety

Safety has always been a Mercedes-Benz trademark: the M-Class is no exception. Standard safety features include four-channel, antilock brakes, traction control and electronic stability program, front, side and side-curtain airbags, front knee bolsters and front active headrest restraints.

Visibility is good all the way around the vehicle. There is a standard rear wiper for rainy or snowy days. Mercedes-Benz’s Tele Aid system uses GPS to offer real-time vehicle location. Drivers can receive emergency assistance, information, or mechanical help by depressing the appropriate buttons on the rear-view mirror. Any driver who’s had a flat tire or run out of gas in the middle of the night knows how handy such a feature can be.

Large, functional cargo area

The cargo area comes with a standard tonneau cover to keep items out of sight. The cover is easy to remove for large loads by depressing a spring to one side. A button on the key fob automatically raises and lowers the rear hatch, making it easier to load large items in back. Roof rails are standard. Towing capacity is 5,000 pounds.

The M-Class is assembled at Mercedes-Benz’s Vance, Alabama plant. The ML320CDI is currently available for test drives at dealerships nationwide.

Likes: Exceptional fuel economy with no sacrifice in power and performance. The new common-rail diesel is also environmentally friendly. The M-Class is a great choice for drivers who want a mid-sized sport-utility vehicle with the ride and handling of a passenger car, and some off-road capability.

Dislikes: Availability of low-sulfur diesel fuel is still somewhat limited.

Quick facts:

Base price: $43,680*
Price as tested: $59,425
Horsepower: 215Hp @ 3800 r.p.m.
Torque: 398 lbs.-ft. @ 2800 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: 21/27 m.p.g. city/highway
Comments: * Base price does not include $775 destination and delivery charge.

2008 Mazda Tribute S

Zoom with a view
By Nina Russin

2008 Mazda Tribute

When I drove the first Mazda Tribute several years back, it was hard to distinguish from its cousin, the Ford Escape. Not true for the second-generation. Mazda’s new Tribute has the ride and handling of much smaller sports cars: peppy acceleration, excellent steering feedback and nimble cornering. In short, it’s zoomier.

The test car has a three-liter, six cylinder engine: the larger of two available blocks. While the four-cylinder engine is available with either manual or automatic transmissions, the six-cylinder comes only with a four-speed automatic. It’s an impressive package, with good acceleration at all speeds, and very little shift shock.

The four-wheel independent suspension combines good road feel with enough shock absorption for city driving. Sixteen-inch rims with all-season tires are standard. The Tribute has front disc brakes and rear drums. I’m not a big fan of drum brakes: they’re harder to service, especially for do-it-yourself types, and not as responsive as discs. But since over sixty percent of the braking on front-wheel drive cars takes place under the front axle, they are probably adequate. Four-channel antilock brakes are standard on all models.

 Driver-oriented cockpit

The Tribute comfortably seats four adults, with a more spacious, functional cargo bay than the car it replaces. The front seats with cloth trim are comfortable and easy to adjust. The Touring grade (tested) has a power driver’s seat with adjustable lower lumbar.

Second row passengers sit higher than the front row. Theater-style seating gives both rows of passengers a good forward view. There are seatbelts in three rear seating positions, but two adults will be more comfortable. Two rear passengers should find adequate head, leg and shoulder room.

The new Tribute has a gearshift on the console, replacing the column-mounted shifter of the previous model. Visibility is excellent all the way around the car. A standard tilt feature allows the driver to adjust the steering wheel so it doesn’t block forward visibility. Bright red and blue gauges are easy to see at night. Cruise control buttons on the steering wheel allow the driver to engage and disengage the function without taking his eyes off the road.

Temperature controls are easy to access from both front seating positions. The audio controls are easy to reach, but the compact disc slot is hard to see, especially in bright sunlight. The test car has the upgraded audio system that includes a six-CD changer and seven speakers.

There are map pockets in all four doors as well as the front seatbacks, and two large cupholders behind the gearshift lever for the front row. The center console has a bin large enough to hold compact discs, as well as a change dispenser and a small removable tray for holding cell phones.

The MP3 jack and 12-volt outlet are located at the base of the center stack, above a shelf large enough for compact discs or some paperwork. Front row passengers can stow their sunglasses in small bins overhead, next to the rearview mirror.

Two additional cupholders to the rear of the center armrest serve the second row. There is a second 12-volt power point in back of the center console. With the second-row seats in place, the cargo area has enough room for luggage, groceries and cartons, but it is not large enough to stash a bicycle. A tonneau cover, part of the audio upgrade package, keeps items stashed in the back out of sight.

Collapsing the second-row seats is a three-step process: it takes too long to meet our bike friendly standards. To fold the seatbacks flat, one must first remove the headrests, and flip the seat bottoms forward using cloth straps on the outboard edges of the seat cushions. The 60/40 split rear seatbacks collapse by releasing levers to the outside of the seatbacks.

The rear glass can open independently of the tailgate for loading smaller items. With the tailgate open, it’s easy to reach into the cargo area. There are three tie-down loops on the headliner next to the tailgate, and an apparel hook on the left side of the cargo area. A small bin on the same side will keep parcels from sliding around in back.

The Tribute has an undersize spare: a weight and space-saving measure. It’s not ideal for off-road driving, but the front-wheel drive Tribute is better suited for paved and graded dirt roads.

Thrifty and good looking

The new Tribute has a more muscular exterior than the outgoing model: styling is closer to a traditional sport-utility vehicle. A standard rear wiper should appeal to drivers who live in winter climates. Standard roof rails and cross bars make it easy to load large cargo up top.

Even with the larger engine, the Tribute has good fuel economy, averaging about 21 miles-per-gallon with the tougher 2008 EPA standards. Our drive between Phoenix and Tucson was about three hundred miles, or one tank of gas.

The peppy six-cylinder engine made it easy to merge onto the freeway, with ample power for passing at higher speeds. The chassis remained flat during quick maneuvers, and the standard rack-and-pinion steering produced a good on-center feel.

Road noise was a little more noticeable than for competitors such as the RAV4, but not annoying. On dry surfaces, the brakes were responsive and linear.

The compact footprint makes the Tribute ideal for drivers who need to park in smaller slots, or parallel park on the street. Overall height is well within the limits of home or commercial garages.

Standard safety features on the Tribute include antilock brakes, roll stability control, traction control, and a tire pressure monitoring system.  Front, side and side curtain airbags are also standard.

The affordable Mazda Tribute should be on the short list for buyers who want the versatility of a sport-utility vehicle without sacrificing fuel economy or performance. Its compact size makes it ideal for city-dwellers who need to weave through rush-hour traffic. The Tribute is currently available for test drives at Mazda dealerships nationwide.

Likes: Peppy performance, good fuel economy, and excellent visibility all the way around the car. The Tribute has the ride and handling of a much smaller sports car.

Dislikes: Second-row seat is difficult to fold down to extend the cargo floor.

Quick facts:

Base price: $22,330*
Price as tested: $23,485
Horsepower: 200 Hp @ 6000 r.p.m.
Torque: 193 lbs.-ft. @ 4850 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: 18/24 m.p.g. city/highway
Comments: * Base price does not include a $595 destination fee.