2008 Volvo XC70 3.2 AWD

Likes to get dirty: gets on well with bears
By Nina Russin

2008 Volvo XC70

Does a bear shift in the woods? Perhaps yes. The new Volvo XC70 can comfortably transport five adult bears through the back woods of Montana with standard all-wheel drive, an inline six engine and six-speed automatic transmission.

Ground clearance of 8.3 inches protects the chassis underbelly from rocks and roots, while standard hill descent control enables the driver to maintain directional control on steep grades in either forward or reverse gears. The XC70 won’t climb trees: yet.

But it will ford water. The cargo bay is large enough for fishing poles, a tackle box, and any picnic baskets Yogi and Boo Boo steal from the local tourists.

“In Montana, there is a lot of dirt between light bulbs.”

The quote, I’m told, comes from a former governor. In Montana, paved roads are as scarce as people. Miles of single-lane fire roads wind around lakes and over mountains. Some of the roads are graded: all are full of chuckholes. I’m not sure why Volvo decided to turn journalists loose on these roads with their pre-production XC70s. The fact that all the cars survived, except for one punctured oil pan and a few bent rims, is testament to their durability.

Base camp was the town of Whitefish, just outside the entrance to Glacier National Park. Late September is cold in Montana: cold enough to snow. Our 170-mile drive took us over about 150 miles of dirt roads, climbing from 3500 feet to about 6,000. Morning cloud cover turned to rain in the afternoon, all the better for the chuckholes. As the snowflake indicator in the instrument panel illuminated, we saw the rain change to white flakes that blanketed the Ponderosa pine forest.

Not only is the XC70 off-road friendly; it’s also comfortable. The suspension does an exceptionally good job of isolating passengers from road input, without bottoming out. Equally important, the rack and pinion steering has a turning radius of just over 37 feet. It made a difference when we had to double back on a narrow dirt trail.

The XC70 shares major components with the Volvo S80: the automaker’s flagship luxury sedan. The previous model was based on the smaller S60. The new XC70 is 4.4-inches longer, with a two-inch longer wheelbase than the outgoing model. The 235-horsepower engine on the 2008 model is also larger and more powerful.

Since our drive route didn’t include highways, I can’t speak for the XC70′s high-speed performance. Volvo’s specifications include a zero-to-sixty acceleration time of just over eight seconds. Peak torque is 236 lbs.-ft. at 3200 r.p.m.: a speed most drivers reach during moderate acceleration. The wide torque curve is ideal for the all-wheel drive platform. The XC70 can power up short, steep hills with very little throttle, so the driver can control the car on wet and uneven surfaces.

Traction and stability control are standard on all models. Buyers can opt to upgrade the standard sixteen-inch wheels and R-rated tires to a seventeen-inch package. But standard wheels and tires on the test cars were more than adequate. The XC70′s low center of gravity keeps it stable on steep pitches, and the tires’ footprint is sufficiently wide to provide good traction.

The test car had the Climate option package ($875), including heated front and rear seats, rain-sensing wipers, heated washer nozzles and headlamp washers. The heated seats kept us almost too toasty as the temperature dropped. As the mud piled up, I was happy to have front and rear wipers engaged, with clear headlamp lenses to light the path ahead. Bi-xenon headlamps are available as an option.

Standard safety for bears of all sizes

Safety is a priority for Volvo. The new XC70 contains more high-strength steel than the outgoing model, to strengthen crucial areas on the sides of the car. Crumple zones are designed to protect pedestrians by deforming more on the front end. There is also room behind the transverse engine to protect the passengers during a head-on collision. Whiplash control is standard, as well as front, side and extended side-curtain airbags.

Buyers with small children can opt for integrated booster seats that raise small passengers up so the seatbelts fit properly. The booster seats are in the two outboard positions in the second row. Volvo’s blind spot information system and personal car communicator that tells the owner when someone has broken into the car, is optional.

Urban commuters can add adaptive cruise control with collision warning. Later this year, Volvo will offer optional driver alert with autobrake. The system includes an audible warning when the driver veers out of his lane. When a crash is imminent, the autobrake automatically applies the brakes to reduce the severity of the crash.

The optional power liftgate has pinch protection that keeps it from closing if there’s a finger or hand in its path.

Luxurious interior

The leather interior on the test car felt similar in character to the S80 sedan: light, elegant, and Scandinavian to the core. The seats are exceptionally comfortable, with or without the optional eight-way power driver’s seat. A storage compartment behind the center stack is large enough to stash a purse or small pack.

The center console has another good-sized storage bin, with a MP3 plug in. There is also a 12-volt power point. There are map pockets in the doors but no bottle holders. Cupholders in the center console are good sized.

The driver and front passenger have separate temperature controls so both can ride comfortably. Visibility around the vehicle is excellent with no obvious blind spots. Designers made the rear glass taller to increase visibility out the back.

The second-row seats are split into three sections, all of which fold flat to extend the load floor. I didn’t have a chance during the test drive to try folding the rear seats flat, but the cargo area is quite spacious with the seatbacks in place. Aluminum cargo rails on the floor with four tie-down cleats make it easier to secure large cargo. Buyers can also add grocery nets.

Audiophiles can upgrade the standard audio system to Dolby surround-sound with Sirius satellite radio. Our test car did not have the optional DVD-based navigation system or the two screen, rear seat entertainment system.

The cargo floor flips up to reveal an under-floor storage area. Unlike most cars, the floor is spring loaded to stay open. The tailgate locks the cargo floor in place when closed. Tail lamps are integrated into the tailgate, so there is a wider opening when the door is open. Aluminum roof rails are standard.

Towing capacity for the XC70 is 3300 pounds, just shy of our 3500-pound ALV standard.

The 2008 XC70 rolls into dealerships this October. Base price, not including the $745 destination charge is $36,775. While the luxury price tag might put Volvo’s new crossover out of some buyers’ budgets, it’s a great alternative to comparably priced sport utility vehicles. Not only is it more maneuverable; it also gets better gas mileage. The new XC70 loves to run trails almost as much as I do.

Likes: A durable crossover vehicle with off-road capability, a large versatile cargo area, and exceptional safety. The XC70 should meet the needs of active buyers who want a luxurious ride around town, but need the versatility of all-wheel drive.

Dislikes: The $37,520 price tag will put the XC70 beyond the reach of some active lifestyle vehicle shoppers.

Quick facts:

Base price: $36,775*
Price as tested: N/A
Horsepower: 235 Hp @ 6200 r.p.m.
Torque: 236 lbs.-ft. @ 3200 r.p.m.
0 to 60: 8.1 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No 
Towing: No
Off-road: Yes
Bicycle friendly: Yes
Fuel economy: 15/22 m.p.g. city/highway
Comments: *Base price does not include a $745 destination charge.

2008 Volkswagen Touareg 2 V8 FSI

Second-generation Touareg sports a more powerful engine and enhanced safety features.
By Nina Russin

2008 Volkswagen Touareg 2

The first-generation Volkswagen Touareg bridged the gap between performance sport-utility vehicles like the BMW X5, and technical off-road machines such as the Hummer. The new model improves on the original formula with a restyled body, more powerful V8 engine, and new safety technology.

While the V8 Touareg 2 can’t match the twin-turbo V10 model for fuel economy, it comes much closer to the TDI’s low-end power and steering response. The Touareg V10 TDI is the only sport-utility vehicle I’d race a Porsche in. While I wouldn’t go after a 911 in the V8, I might chase down an Audi TT.

One reason for the boost in performance is FSI fuel injection: a technology borrowed from Audi. The system delivers metered amounts of fuel directly into the combustion chambers, the result being faster throttle response than traditional port fuel injection.

The gasoline V8 has 324 foot-pounds of torque as opposed to 553 for the turbo diesel. But it mirrors the TDI’s seat-of-the-pants acceleration, especially off the line and in the critical twenty-to-fifty mile-per-hour range.

Jack be nimble…

Steering feedback is one of the biggest areas of improvement on the Touareg 2. Nineteen-inch wheels, standard on the V8 model, give the Touareg a large footprint, made more stable with low profile, R-rated tires. The Touareg has 8.3 inches of ground clearance for off-road driving (over 9 with the optional air suspension), but handles like a car with a much lower center of gravity. The chassis stays absolutely flat during aggressive cornering.

The six-speed automatic transmission shifts seamlessly. I didn’t notice any shift shock, even on grades. Drivers have the option of manually selecting gears for sportier performance.

Standard four-wheel double wishbone suspension on the test car provides a nice combination of road response and compliance. Air suspension is available as an option, but I wouldn’t recommend the extra expense, except for people who plan to tow a trailer and would take advantage of its auto leveling functions.

Permanent four-wheel drive automatically transfers torque to the wheels with the most traction. Electronic stabilization program eliminates excessive yaw, helping the driver to
maintain directional control in turns.
A new type of antilock braking improves the Touareg’s stopping ability on gravel, by pushing a small amount of road surface ahead of the wheel to create a wedge that slows the vehicle down. Active rollover protection keeps the Touareg from rolling during extreme off-road maneuvers.

All of this is delightfully invisible to the driver, who simply knows that the car goes where he puts it regardless of speed, rocks, inclines, or sheer ice. It’s the equivalent of combining cushioning, rock guards, and arch support in a lightweight track spike.

Lighting the corners:

The test car comes with the luxury option package that includes bi-xenon headlamps with adaptive lighting: a technology that makes it easier to see on winding roads. The bi-xenon headlamps are brighter than halogen. They throw a long beam that’s closer to daylight.

The adaptive lighting illuminates an additional lamp to the side when the driver is cornering. It makes a huge difference on poorly lit side streets and two-lane roads. Not only is it easier to see the road, but the edges of intersections, where there might be a pedestrian or cyclist crossing.

Luxurious interior

The Touareg interior is what one would expect from a European luxury car: high-quality leather upholstery, an overwhelming information display, and state-of-the-art sound system. Some of this works well for athletes, some doesn’t.

For example, in order to fold the second-row seats flat, one must first move the seat cushion out of the way and remove the headrest. The thicker cushion makes the seat more comfortable, but it’s an inconvenience for somebody who loads equipment into the back on a regular basis.

The twelve-way adjustable driver’s seat is extremely comfortable, with excellent lower lumbar support. There are three memory positions that are quite easy to program. In order to accommodate larger people, the seat moves to the back every time the driver enters the car. As a smaller person, I’d rather have the seat remain in the position I put it in, rather than using the memory control to reposition it.

On the other hand, the information displays are well designed and on the whole, user friendly. The test car has the optional DVD-based navigation system with rear backup camera. While I rarely use navigation systems, I find the backup camera invaluable, especially in crowded parking lots. It’s also a great aid for people who need to parallel park. There’s also an audible and visual warning system to alert the driver about obstacles in the front of the car: great for avoiding concrete parking barriers below the sight line.

As a runner, I like the ambient temperature display on the instrument panel. Functions such as the average speed readout are less useful. The information displays are clear and easy to read.

Keyless ignition, standard with the technology package, is something I don’t see much value in, but at least the engineers give the option of using a conventional key-in ignition switch.

Automatic temperature controls have separate dials for the driver and passenger so both can be comfortable. Second-row passengers get their own set of controls. Second-row seats are very comfortable, with plenty of head and legroom. The sunroof allows lots of ambient light into the back row.

The optional upgraded sound system on the test car includes a MP3 plug-in. Sirius satellite radio is standard on all models. I prefer in-dash CD changers to the remote holder on the Touareg because they are easier to load on the go.

While German car companies aren’t big on cupholders, the ones in the Touareg are adequate. I found plenty of bins and cubbies in front for stashing paperwork, compact discs, and small electronic devices. The deep bin in the center console is especially well designed.

A power rear liftgate is standard on all models: it’s invaluable for anyone who has to load large cargo into the back. There’s a 115-volt power point in the cargo area, in case the driver needs to plug in the laptop away from home.

A tonneau keeps cargo in the back shielded from sight. It’s easy to remove in order to load up taller items. The cargo area has enough tie-down hooks to secure larger items so they don’t shift in transit.

Towing capacity is 7716 pounds, far in excess of our 3500-pound ALV minimum.

The Touareg 2 comes with three engine choices: a fuel efficient V6, V8 and the turbo diesel V10. Base price on the V8 test car is $48,320: luxury and technology option packages raise the total to $55,750. Expect to pay just over $3000 per year for fuel as well, according to the EPA estimates.

Is the new Touareg worth its luxury price tag? It is, if the driver uses all of the technology under the hood. The Touareg is one of the few luxury sport utility vehicles with enough off-road capability to complete the legendary Dakar rally, and on-road performance worthy of a sports car. Simply put, it’s the ultimate Swiss army knife, as only the Germans could build it.

Likes: Exceptional off-road capability and sporty on-road performance. The new fuel injection technology gives the V8 Touareg a broader power band, similar in feel to the legendary V10 turbo diesel.

Dislikes: Having to reposition the driver’s seat every time I enter the car. Fuel economy is poor: 12/17 miles per gallon average for city/highway driving.

Quick facts:

Make: Volkswagen
Model: Touareg 2 V8 FSI
Year: 2008
Base price: $48,320
As tested: $55,750
Horsepower: 350 Hp @ 6700 r.p.m.
Torque: 324 lbs.-ft. @ 3500 r.p.m.
Zero-to-sixty: 7.6 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: Not available
Bicycle friendly: Yes
Towing: Yes
Off-road capability: Yes
Fuel economy: 12/17 m.p.g. city/highway
Comments: Base price does not include a $680 destination charge

2007 Mazda3 S Touring

Five doors, four passengers, and a dollop of boogie
By Nina Russin

2007 Mazda3 S Touring

Anything that costs close to a year’s salary should bring its owner more pleasure than the average appliance. The engineers at Mazda understand that. Even their least expensive cars are proof that practicality and fun are not mutually exclusive. The Mazda3 hatchback, priced from $17,580, holds four passengers, averages thirty miles-per-gallon, and gives the driver something to smile about.

The model that debuted in 2003 got an update this year: better low-end power, fresh styling, and a more refined interior. The test car is the upscale S grade with one option: a moonroof and six-CD changer.

The five-door Mazda3 comes standard with a 2.3-liter engine and five-speed manual transmission. Both four- and five-door models are front-wheel drive, with standard four-wheel disc brakes and independent suspension. Standard antilock brakes, dynamic stability control, side and side curtain airbags make Mazda’s best value a very safe car as well.

Variable valve timing gives the four-cylinder engine exceptional gas mileage: about thirty miles-per-gallon. The updated engine also has great pickup: it’s especially noticeable accelerating onto the highway, and passing at speed. The manual transmission has a light clutch and wide-range gears for easier stop-and-go driving. It shifts smoothly, with no obvious gear lash.

Seventeen-inch wheels provide a wide, stable footprint. The addition of front and rear stabilizer bars makes the car corner on rails. The 2007 models have a stiffer body structure that improves steering response at speed. Emergency maneuvers on the freeway feel completely safe. Independent four-wheel suspension gives both rows of passengers a comfortable ride.

The Mazda3 has a low stance: ground clearance is under five inches. The low center of gravity improves the car’s high-speed handling, but makes it impractical off-road. Graded dirt roads should not be a problem, but anything more would be a reach.

Engineers revised the front suspension to reduce understeer. I didn’t notice any pushing, even at high speeds. The weather throughout the test was dry, so I didn’t have a chance to drive the car on wet roads. A standard rear wiper improves rear visibility in rain and snow.

Spacious cabin with a versatile cargo bay

The Mazda3 holds four adults and their belongings: three across the back seat is a squeeze. Both front seats have manual adjustments. A standard tilt and telescoping steering wheel allows drivers of all sizes to find a comfortable position.

I was happy to see center bolsters in the front seats. They hold the passengers in place without irritating pressure points as side bolsters do. The seatbacks in both rows have good lower back support. Standard cloth upholstery is attractive and more comfortable in the hot southwestern summer.

Visibility is excellent all the way around the car. Power side mirrors do a good job of compensating for blind spots to the rear. The driver sits high enough to have good forward visibility. Redundant audio and cruise controls on the steering wheel minimize distraction.

All cars come pre-wired for Sirius satellite radio: a feature I can’t say enough good things about. There are enough choices of commercial-free music, news, sports and weather to keep me occupied on a long road trip without adding my own music. Those who want to bring their own tunes can use the MP3 plug-in, located in a bin under the front armrest.

The air conditioner cools the car down quickly, even in extreme heat. I started the car up several times in the hottest part of the day, with temperatures well above 110-degrees Fahrenheit: the car was comfortable within five minutes. The audio and climate controls are easy to reach from both front seats.

The glovebox is exceptionally large and deep: it has enough room to hold a small purse or pack. The bin in the center console will also hold a small pack or compact discs. There is a small cubby to the side of the parking brake for putting a cell phone or PDA. There are two, twelve-volt power points up front: one in the center bin, and one at the base of the center stack.

All four passengers have cup- and bottle holders: the bottle holders are in the doors, while cupholders are in the center console and rear armrest. The optional moonroof lets more ambient light into the back of the car.

Bike-friendly cargo bay with a secret storage area

The second-row seats are easy to fold flat using levers to the outside of the seatbacks. It is not necessary to take off the headrests or remove the seat cushions, so the Mazda3 easily meets out bike-friendly standards. A standard tonneau cover hides items in the rear. Four tie-down loops on the floor make large cargo easy to secure. Cargo nets and additional cargo trays are available as factory options.

A light to the right to the right of the tailgate makes it easier to load up after dark. Smaller storage bins under the cargo floor are great for people who need to stash valuables at the trailhead.

The tailgate release is located in a recess under the lower lip: a design change for the new model. Because the car is less than five feet tall, it’s also easy to load cargo up top. The Mazda3 doesn’t come with roof rails, nor are they available as an option. But cargo tracks on the rood should make it easy to install an aftermarket rack.

The Mazda3′s sporty styling was a hit among runners at the shop. The angular front grille with standard halogen headlamps makes the car stand out around bigger vehicles. Redundant side signal lights protect the driver in dense traffic. Side sill extensions and a rear liftgate spoiler are standard on the S grade.

Price on the test car is $20,340 including delivery charges, putting the Mazda 3 well under our $30,000 cap for best value vehicles. With its high level of standard comfort and safety features, the Mazda3 is a lot of car for the money. The sporty five-door model is stylish and fun to drive. Its small size makes it an ideal choice for city dwellers that like to head out on the trails over the weekend. The eco-friendly Mazda meets the federal PZEV super-low emissions standards.

Likes: A great value, the Mazda3 combines sporty performance with a spacious interior, versatile cargo area and a high level of standard safety features. It has excellent ride and handling characteristics at all speeds, gets good fuel economy, and makes four passengers feel as if they’re riding in a much bigger car.

Dislikes: Roof rails are not available as a factory option.

Quick facts:

Base price: $18,425
Price as tested: $20,340
Horsepower: 151 Hp @ 6500 r.p.m.*
Torque: 149 lbs.-ft. @ 4500 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: 26/33 m.p.g. city/highway 
Comments: *Engine specifications are for the PZEV low-emissions model.

2008 Ford Escape Hybrid

Can Ford’s sport-utility hybrid meet the rising expectations of today’s buyers?
By Nina Russin

2008 Ford Escape Hybrid

A lot can happen in four years. When Ford introduced the first Escape hybrid in 2004, it was the only sport-utility vehicle with a gasoline/electric powertrain. Since then, Toyota expanded its lineup to include the Highlander hybrid and Lexus 400h, and GM introduced the Saturn Vue GreenLine.

Today, there are dozens of hybrid models, ranging from fuel misers like the Prius and Civic, to high-performance sports cars such as the Lexus 600h. To compete in the current market, hybrids must stay afloat in a sea of rapidly changing technology.

Ford engineers sought a middle ground in designing the Escape hybrid, using the electric motors to boost power, and make modest gains in fuel economy. Sport-utility vehicles are workhorses: they need to be able to haul cargo and tow trailers. A vehicle that gets sixty miles-per-gallon but has no low-end torque won’t cut the mustard.

The Escape’s powertrain melds a four-cylinder engine and permanent magnet electric motor to produce the power and performance of a six-cylinder. As with most hybrids, the Escape gets better mileage in the city than on the highway, since the gas engine cuts out when the car is idling. EPA stats for highway driving are 30 miles-per-gallon as opposed to 24 for the 3-liter V6. In the city, the hybrid average 35 miles-per-gallon, almost twice the mileage of its gas-powered counterpart.

Base price on the test car is $25,075. A premium package that adds leather trim, heated seats and side mirrors and a roof rack adds about $1,200. The car also has a navigation system ($2,695), satellite radio and a moonroof ($995), and running boards ($345). The options, plus the destination charge bring the sticker up to $31,165: just over our cut-off for the best value category.

Uphill test

I decided to test the Escape on my favorite uphill grade between Phoenix and Sedona. Late September heat made it necessary to run the air conditioning throughout the drive. The trip included about thirty miles of rush-hour traffic, and some steep grades once outside the city.

The good news is that the Escape’s power and performance matched or exceeded the V6. Whereas most four-cylinder SUVs can’t get out of their own way, the Escape barreled up the I-17 freeway like a horse on steroids. High-speed cruising felt effortless, and there was plenty in reserve to pass slower vehicles on the steeper climbs.

A continuously variable transmission eliminates traditional shift shock. However, I did notice an odd vibration when the electric motor assist kicked in: about seventy miles-per-hour.

The not-so-good news is the fuel economy. My 170-mile drive north consumed six and a half gallons of gas. That averages out to 26 miles-per-gallon: a significant drop from the EPA stats. Fuel economy was slightly better on the trip back to Phoenix: about 28 miles-per-gallon.

That said, I still like the car. From the driver’s perspective, the technology is almost invisible. Special badging, wheels and tires distinguish the Escape hybrid from the gas-powered car, but inside, both vehicles are almost identical. The battery recharges using heat energy from the brakes and other moving parts, and the gas engine runs on regular unleaded fuel.

A boost meter on the instrument panel shows the driver when the electric motor kicks in, and there is an indicator on the speedometer to show when it is running on the electric motor alone. The hybrid also has a 100-volt inverter on the center console: a handy feature for someone who travels with a computer.

Unlike some hybrids, the Escape has a traditional low gear, which I found very handy on some of the steeper hills in Sedona. It seems to work better than the “B” gear on Toyota hybrids, which use the brakes to slow down the vehicle.

The Escape is small enough to be very maneuverable on narrow streets and through dense traffic. The optional reverse sensing system on the test car sends out an audible signal to alert the driver about objects to the rear of the vehicle. I found it very easy to back into a tight parking space.

Step-in height is reasonable. While the test car has optional side steps, they are not necessary to enter the car. People who load bikes and kayaks on the roof will find them useful. Towing capacity for the Escape is 1000 pounds: below our minimum ALV standard.

High level of standard safety

The Escape hybrid includes Ford’s safety canopy as standard equipment. The canopy uses tethers to hold the side curtain airbags in place for several seconds, to keep passengers safely inside the car in the event of a rollover. Antilock brakes, front and side airbags, and a tire pressure monitoring system are also standard.

The battery pack, located under the rear load floor, doesn’t seem to impact the vehicle’s front-to-rear weight balance. Nor does it reduce the vehicle’s interior cargo space. I was able to load several large duffel bags into the rear space with plenty of room left over.

The rear glass opens separately for loading in smaller items. The overall height of the vehicle makes it fairly easy to open and close the liftgate. Small grips on the lower lip of the door make it easier for shorter drivers to reach and close.

Bike-friendly interior

The rear seats fold down to create a long flat load floor. There is a strap on the front of the seat cushion to flip it forward. A lever on the edge of the seatback releases it so it can fold flat. I found both rows of seating comfortable, with plenty of head, leg and shoulder room. The power driver’s seat is comfortable on long drives, with adequate lower back support.

Cruise control buttons on the steering wheel make it easy for the driver to engage and disengage without taking his eyes off the road. The audio and temperature control knobs are easy to reach from either front seating position.

There are two large cupholders behind the gearshift lever for front-row passengers, and two more behind the console bin for those in the second row: all are plenty large to hold a standard water bottle. All four doors have map pockets.

Two, twelve-volt power points allow both rows of passengers to plug in a cell phone charger. A MP3 plug in on the instrument panel is part of the standard audio package. The test car has optional Sirius satellite radio, something I appreciate a lot in remote areas north of Phoenix.

While the glovebox isn’t terribly large, there is a deep, functional bin in the center console that includes a smaller top shelf and a change holder.

Environmentally conscious buyers may opt for the standard cloth trim over the optional leather. The upholstery is produced entirely from recycled plastic and polyester.

The Escape hybrid is a super-low emissions vehicle that meets both SULEV II and Partial Zero Low Emissions vehicle standards. In additional to the standard warranty, all hybrid components are covered by an eight-year/100,000 mile warranty.

The hybrid is produced at Ford’s Kansas City Assembly plant is Claycomo, Missouri.

Likes: Good power, especially on the low end and excellent maneuverability make the Escape a great choice for buyers who live in the city but need the cargo capability of a sport-utility vehicle. The Escape hybrid is a super-low emissions vehicle with a high level of standard safety features.

Dislikes: Fuel economy, while better than the V-6, was disappointing.

Quick facts:

Base price: $25,075*
Price as tested: $31,165
Horsepower: 133 Hp @ 6000 r.p.m.
Torque: 124 lbs.-ft. @ 4250 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 Transport: Yes
Fuel economy: 34/30 m.p.g. city/highway 
Comments: * Base price does not include a $665 destination charge.

2008 Dodge Grand Caravan SXT

by Jim Woodman

Road trip. It’s funny how, depending on your perspective, those two words can conjure up entirely different images. For college students, it’s all about the fun and adventure. Who can say no to a road trip?

Yet, as parents, we tend to shudder at the very thought of driving more than a couple hours with any child under six. So when my wife and I came up with this crazy idea to drive to Seattle, from San Diego, and back with our eight, six and two-year-old sons, we wondered whether we should check ourselves in for counseling.

2008 Dodge Grand Caravan SXT

“Are you nuts?” or “Wow, that’s really brave of you guys” are some of the typical comments we’d get when sharing our road trip idea.

Fortunately, auto manufacturers have been listening to lamenting parents and, when you factor in the startling array of onboard entertainment in today’s vehicles, especially the family minivan, a road trip can be – dare I say it – a lot of fun.

2008 Dodge Grand Caravan SXT

Since Chrysler and Dodge recently introduced their fifth generation of minivans, with the Town and Country and Grand Caravan respectively, it made even more sense to take one of these all-purpose family vehicles and put it to the road trip test.

Remember, Chrysler launched the whole minivan revolution and had the market to itself back in 1984.

Today, choosing a minivan is not so easy. Just about everybody’s got stow-able rear seats, DVD players, satellite radios and options in just about every size and shape. Consumers end up choosing based on styling preferences, safety features, available accessories and, most importantly, price.

I had heard that Dodge and Chrysler had done some very cool things with their redesigned fifth generation minivans. Word was out that the bar had been seriously raised for their Japanese and Korean counterparts.

So we started thinking about how great it would be if we could score a new Dodge Grand Caravan SXT for our road trip? Since one of the things I do for a living is review new vehicles, I pitched the idea to the folks at Chrysler and Dodge. Fortunately, they liked my idea of testing their latest and greatest up the California and Oregon coasts with a car full of kids.

Our Grand Caravan arrived a couple days before our journey and we quickly realized – much to our pleasure – that the Caravan is all about onboard entertainment.

20 Gigabyte Hard Drive

Being a technology geek at heart, I have to admit that one of the coolest features – and something I had not yet seen in a car – was the 20 gigabyte hard drive built into the Grand Caravan’s entertainment system. Yes, I said 20 gigabytes! I remember the day I heard you could get a one gigabyte hard drive in a computer. I thought that was outrageous. Now, twenty times that is built into your car!

So what’s the purpose of a hard drive in your car, you ask? To load music and personal photos. Dodge has essentially allowed you to turn your car’s stereo into an iPod-like entertainment system. I had my choice of loading music through a USB port, or music CDs. Once loaded, just like on an iPod, I could sort by artist, song, genre, etc. Very, very cool. One thing missing, however, was the ability to create a custom playlist.

I chose to load music through a USB thumb drive, and while it was very simple to do, I would’ve liked to see some sort of progress bar to let me know how much had been loaded. It’s always a little disconcerting to not know how much time it’s going to take to transfer files and, more importantly, not be sure if everything’s loading correctly. That said, it takes about a minute and a half to load a typical album.

The photo feature allows you to put only 10 images on the hard drive and then choose a default image to display on your dashboard. With today’s digital cameras, real geeks can literally add photos of their vacation – while on vacation – to their car’s dashboard. Yes, admittedly, I went the real geek route myself. Just thought you’d want to know.

My test vehicle also had an outstanding Sirius satellite radio which, in my humble opinion, is one of the best entertainment values you can sort yourself out with – especially if you take a lot of road trips. No matter how remote your location, you’ve always got a myriad choice of music, talk radio, news and sports.

DVD Entertainment

Staying on the entertainment theme, there’s no question that a built-in DVD entertainment system is the single most important item a parent can install for their children – if they want some peace on the road.

Now, don’t take this the wrong way. I’m not advocating placing your children in front of a TV or video screen all day. But when you’re on the road for six or more hours a day, there’s only so many are-we-there-yet or how-much-longer comments you can take before you want to scream and kill your children or yourself – neither of which is a very good idea.

Our Grand Caravan had two overhead LCD screens that allowed our boys in the second and third row seats to get a very clear view of their movie. And by giving each child their own wireless headphones, my wife and I were free to listen to satellite radio or any of the music we’d loaded onto the hard drive.

If you’re not a parent, you won’t know what I’m talking about. But for those with children, you can certainly appreciate the fact you don’t hear a peep out of the kids when they’re watching a movie. Is the DVD entertainment system worth it? You betcha. Are we horrible parents for letting the movies entertain the kids? Hmmm. That’s material for another story, another day.

It’s funny when you look at things from a child’s perspective. I asked my six-year-old if he liked road trips. “Yes … because you get to watch movies,” was his immediate response. As much as we’d like to believe our kids can appreciate any of the scenic beauty we experience along the coastline, it’s just not going to happen – especially under the age of 10.

While our vehicle wasn’t so equipped, an optional dual DVD system can play two different DVDs on the two separate LCD screens. Or one row can watch a DVD while the other row plugs in a gaming console (there’s a power outlet built right into the C-pillar). Or, get this, thanks to Sirius Backseat TV, either or both rows can watch live television from three channels: Disney, Cartoon Network and Nickelodeon. Once they add ESPN to that offering, there’s no question my wife will be doing most of the driving.

Another very cool option that Dodge offers is their “Swivel ‘n Go” second-row chairs that literally flip around 180 degrees so that the second row passengers now face the third row occupants. A removable table, that’s centered between both rows, makes card games and eating drive-thru fast food a pleasure. Essentially, your minivan is getting to be more and more like an RV.

Convenient LED reading lamps highlight the cabin and an overhead “halo” light bathes the interior in a soft blue. These cool blue lights, believe it or not, were a big hit with the kids.

Our vehicle also featured second row “stow and go” seats that easily fold into the floor. If you get the “Swivel and Go” seats for the second row, they won’t stow away like the third row seats.

Cupholders, as in all American vehicles, were everywhere. I especially liked the center console where I was able to easily store a quart-size water drinking bottle in addition to a few cokes. If you need your coke, coffee or beverage fix on a road trip, the center console on the Grand Caravan will store everything you need and then some.

Driving Impressions

As mentioned up front, the new Grand Caravan is completely redesigned. You’ll notice the rear is a little more squared-off which allows you to carry more luggage and gear and have greater visibility out the back. The roof is six inches wider than its predecessor. We loaded all our luggage into the rear compartment, behind the third row, which allowed the kids to have plenty of room inside.

There’s nearly two more inches added to wheelbase and overall length. Standard tires are now 16-inches and suspension is thoroughly revised with struts up front, a rear twist beam with coil springs, and a larger front stabilizer bar for improved control. That said, it’s still a minivan and rounding corners on tight, windy roads up the California and Oregon coasts made me realize it’s impossible to get great handling characteristics in a vehicle with this high center of gravity. In other words, you don’t buy a minivan to zip around tight corners.

Dodge no longer offers the previous four-cylinder base engine – which is a smart move. Who wants to chug up a hill, or accelerate to freeway speed, in a four-cylinder minivan? The new Grand Caravan lets you choose between three V-6s: a flex-fuel 3.3-liter (175 hp), a 3.8 (197 hp), and a new, 24-valve 4.0-liter unit that delivers 251 horses and 259 pound-feet of torque. The 3.3 is coupled with a standard four-speed automatic, while the two larger engines dial you into six-speed automatic transmissions – the first offered in a minivan.

Our vehicle was equipped with the 3.8 liter engine and was very adequately powered. Interestingly enough, there were no Low or Second Gear transmission options. The idea here is that the six-speed automatic transmission has low enough gear ratios to get you up those steep hills. I had a couple instances where we’d driven down to some coastal beaches and, during the steep, dirt-road drive back up the hill, the transmission performed flawlessly. Since most people rarely shift into anything other than “Drive” on their automatic transmissions, this is probably another wise move.

And with two less gear options to worry about, the shift lever is now mounted on the dash, just to the right of the steering wheel, and doesn’t take up very much room. EPA Fuel economy is rated at 16/23 city/highway respectively. I found, however, I was getting just over 20 miles to the gallon with a predominance of highway driving. We drove north up the coast, which involved a lot more stop-and-go driving, and returned via Interstate 5. In California, where much of the highway speed limit is 70 mph, I found that cruising between 75 mph and 80 mph was very easy on the engine. You don’t really want to drive a minivan faster than 75 anyway, as highway crosswinds in a higher-profile vehicle will make handling a little squirrelly.

Powerful remote keyless entry

I was also very impressed with the remote keyless entry. The range on this thing was the best I’ve ever seen. I could literally open and close the sliding power side doors or power liftgate with a touch of the button from about 75 yards away. No kidding. At one point, I was inside my brother-in-law’s house in Seattle, which sits on top of a hill, and I opened the car doors at the bottom of the hill, much to the surprise of a friend who was walking toward the car.

The Grand Caravan is loaded with safety features, including standard all-row side-curtain airbags, standard electronic stability and traction control, tire-pressure monitoring and optional rear park assist and backup camera.

Our vehicle was equipped with the “Customer Preferred Package 25K” at an additional $2,395, that included all the entertainment goodies I mentioned plus the rear back up camera. The only thing I didn’t have, which would have made the Grand Caravan the ultimate road trip vehicle was the integrated navigation system.

Here’s the real kicker. Everything, including all the power options and entertainment toys stickers out at only $30,330. Yes, the new Dodge Grand Caravan comes in at a lower sticker price than previous models. When you consider a fully-loaded Honda Odyssey or Toyota Sienna can quickly get you to $40k, I have no doubt a lot of folks are going to be rethinking Dodge and Chrysler.

For the record, if you have to do a road trip, and I don’t care if you’re a college student or parent of screaming quadruplets, the Dodge Grand Caravan is an outstanding option to get you there in style, comfort and safety.

Yes, I would do that road trip in the Grand Caravan again without hesitation. It was truly a lot of fun.

Quick facts:

Make: Dodge
Model: Grand Caravan SXT
Year: 2008
Base price: $ 26,805
As tested: $30,330
Horsepower: 197 Hp @ 5200 rpm
Torque: 230 lbs.-ft. @ 4000 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Towing: Yes
Off-road: No
Fuel economy: 16/23 mpg, city/highway

2007 Ford Explorer XLT 4×4

Sport-Utility Classic

By Nina Russin

2007 Ford Explorer XLT

The Ford Explorer may not have been the original sport-utility vehicle, but it was the first to gain widespread popularity. Early SUVs appealed to driving enthusiasts looking to take their adventures off-road. The Explorer attracted Middle America. The first Explorer, introduced in 1990 as a ’91 model, combined the durability of a mid-sized pickup truck with the versatility of a minivan.

Off-road capability allowed the Explorer to go where passenger cars feared to tread. For active families, it was a match made in heaven. By the mid-nineties, sport-utility vehicles had become the new family wagons: the Explorer leading the pack in sales. Despite some bumps in the road, the Explorer remains a popular choice among SUV buyers: familiarity breeds comfort.

Over its seventeen-year history, Ford has refined the Explorer’s chassis to produce a more car-like ride, while maintaining the durability to tow trailers and go off-road. The new Explorers are loaded with creature comforts, have powerful engines, get better gas mileage, and feature a higher level of standard safety. In short, they’re twenty-first century cars.

The 2007 models come with a choice of two engines, two or four-wheel drive, and five, six or seven-seat configurations. The test car is the XLT four-by-four model with seating for seven. Options include the Ironman trim and wheel package, safety canopy, trailer prep, navigation system, rear-seat DVD, power-folding third-row seats, plus two comfort and convenience packages that gussy up the interior.

While base price on the XLT grade is $28,890, the options add another $10,000. With the $695 destination charge, MSRP is just under $40,000: well within our luxury category.

Power to spare

Ford is known for engineering exceptionally good V-8 engines, and the 4.6-liter block in the test car is no exception. Mated to a six-speed automatic transmission, it has a buttery smooth ride with a fat torque curve. Fuel economy isn’t great, but the V8 Explorer performs like a sport sedan, with excellent acceleration off the line, and in the critical twenty-to-fifty mile-per-hour range.

Although the Explorer is a body-on frame truck, engineers have maximized torsional stiffness though a special frame design. A tube-through-tube configuration has the crossmembers pass through the frame rails, producing extremely stiff joints. As a result, the truck takes on some of the characteristics of a unit-body design, while it is durable enough to tow large trailers.

Four-wheel independent suspension produces a compliant ride for all passengers. Rack-and-pinion steering has good feedback and on-center feel. The Ironman package includes eighteen-inch wheels: an upgrade from the standard sixteen-inch rims. The bigger wheels produce a wider, more stable footprint. Drivers should feel comfortable making the occasional emergency maneuver on the highway.

Buttons on the instrument panel switch the vehicle between 4×4 auto, 4×4 high and 4×4 low settings. There’s no need to make adjustments at the axles. The automatic setting keeps the car in rear wheel drive for fuel economy, and shifts power to the front wheels when necessary. The low setting is for serious off-road driving, where the driver needs to crawl over extremely uneven terrain. Ground clearance is 8.2 inches. Approach and departure angles of 28.2 and 23.8 degrees respectively give the Explorer the ability to climb and descend steep hills.

The standard keypad entry device is one of the greatest ideas Ford has ever had. Any passenger can enter a number code on the keypad and gain access to the interior. It saves the inevitable debate of who hangs on to the keys, if five people are using a car as base camp at the trailhead.

All the comforts of home

Inside, the new Explorer has all the amenities a twenty-first century family demands: satellite radio, navigation system, DVD player, and cupholders everywhere. Both first and second-row seats are spacious and comfortable for most adults, although the middle seat in the second row lacks some legroom. The third-row seats are adequate: kids will be more comfortable than adults.

The test car has adjustable pedals, so shorter drivers can maintain a safe distance from the steering wheel and front airbag. Tilt steering wheel adjustment is standard. Cruise control settings on the steering wheel allow the driver to engage and disengage the function easily. A central touch screen controls the navigation and audio settings. There are redundant audio and climate control knobs on the instrument panel: all easy to reach from both front seats.

There are two twelve-volt power points, and a MP3 jack at the front of the center console bin. The large bin also has a change holder. It is big enough to store CDs or small electronic devices. The glovebox is quite small: just big enough for an owner’s manual and a few documents.

Both front doors have map pockets and bottle holders; rear doors have map pockets. Each row of seating has two cupholders: four are located in the center console, while two cupholders and trays on the C pillars service the third-row passengers. Air vents to the rear of the center console and in the headliner above the second row make sure all passengers have adequate ventilation.

Ergonomics throughout the interior are excellent with one notable exception: the inside door handles. Chrome lifts at the end of the armrests fit under a person’s palms. To open the door, the passenger curls his fingers over the edge of the handle and lifts it up.

The problem is that the chrome gets extremely hot in the summer. Here in Phoenix, it gets hot enough to cause third-degree burns. I had to use a towel to open the doors without burning my hands.

The seats are easy to adjust, with good lower back support. I liked the fact that the seat cushions were relatively flat: not dished, or with large side bolsters that some designers love.

Bicycle friendly

The third-row seats collapse using two switches in the cargo area. While it is necessary to collapse the headrests using straps on top of the seat backs, the whole operation is quick and simple. There is very little cargo space with the third row seats in place, but folding them produces a good-sized cargo floor. The second-row seats collapse manually. After folding the headrests, a lever to the side of the seat cushions folds the seats flat.

Hooks on the cargo floor make it easy to secure large items. The jack is located in a storage space under the cargo floor. There are garment hooks next to the second and third-row seats.

The tailgate is easy to open and close: a handle at the bottom edge of the door allows shorter people to close the hatch without straining. The window glass can open separately for tossing small items in back.

Side roof rails are standard on all models. The Ironman package adds crossbars. A towing prep package raises the towing capacity to 7040 pounds: well over our minimum ALV standards.

Available safety canopy

Ford’s safety canopy uses the side-curtain airbags to hold passengers in place during a rollover. Tethers keep the curtains in place longer than normal, so passengers are secure inside the car for the duration of a rollover. The safety canopy is optional on XLT models, and standard on the Explorer’s higher grades. It’s a worthy investment for families who regularly travel with passengers in the rear seats.

Standard safety features include antilock brakes, traction control, roll stability control, and a tire pressure monitoring system.

The 2007 Explorer is built at Ford’s assembly plant in Louisville, Kentucky.

Likes: The Explorer has the ride and handling of a passenger car, with the durability and off-road capability of a pickup truck. Steering feedback and strong, linear braking make the vehicle feel like a much smaller car. The power-folding third row seats make it easy to convert the rear into a large, functional cargo area.

Dislikes: Interior door handles that get scalding hot in the summer.

Base price: $28,890
Price as tested: $39,450
Horsepower: 292 Hp @ 5750 r.p.m.
Torque: 300 lbs.-ft. @ 3950 r.p.m.  
Antilock brakes: Standard
Side curtain airbags: Option
First aid kit: No 
Towing: Yes
Off-road: Yes
Bicycle friendly: Yes
Fuel economy: 14/20 m.p.g. city/highway
Comments: Base price does not include a $695 delivery charge.

2008 Infiniti QX56 4×4

Infiniti’s full-size sport-utility vehicle comes with all the comforts of home, and a few extras.
By Nina Russin

2008 Infiniti QX56

Depending on one’s perspective, the QX56 is either the world’s biggest sport-utility vehicle, or the first full-portable luxury spa. Inside, seven passengers enjoy standard leather and wood grain trim, satellite radio, three zones of temperature control, a premium sound system, navigation display, rear backup camera and a power sunroof. The driver can program the power driver’s seat, steering wheel and side mirrors into memory, and adjust the pedals with a button on the instrument panel.

Heated front seats, steering wheel, and side mirrors are standard equipment. Passengers can download their music libraries into the 9.3 gigabyte hard drive, or plug their MP3 players into the flash slot. The audio system is Bluetooth compatible. An overhead storage console holds the garage opener and sunglasses; map pockets hold paperwork. There are four, twelve-volt power points and fourteen cupholders.

Exterior styling is distinctly upscale: a large chrome grille with standard bi-xenon headlamps, standard fog lamps and 20-inch chrome wheels. Standard running boards ease access and egress. Designers even chromed the standard roof rack and crossbars.

Underneath its veneer, the four-wheel drive QX is all business, with a chassis tough enough for rock-strewn trails. A part-time transfer case provides extremely low gears for navigating uneven terrain. Heavy-duty Dana front and rear axles are standard as are skid plates.

Ground clearance on the four-wheel drive model is 9.1-inches, with approach and departure angles of 26.2 and 22.7 degrees respectively. In other words, the QX can clear rocks and roots in the road and go up and down steep hills without bottoming out or smashing a bumper.

The four-wheel drive model tows up to 8,900 pounds when properly equipped. Body-on-frame construction makes the chassis extremely durable, and an automatic air suspension maintains uniform ground clearance and departure angle, compensating for the weight of the trailer.

North to red rock country

I tested the QX on the uphill grade between Phoenix and Sedona. The I-17 freeway climbs from an altitude of 1,500 feet to 5,000 in just over 100 miles. While the standard V8 engine has no shortage of horsepower, it’s also hauling a lot of weight. Curb weight is 6,000 pounds on the four-wheel drive model. Would the QX56 have enough power to pass other vehicles at speed, and how would the high curb weight impact the truck’s gas mileage?

The good news is that the engine and five-speed automatic transmission performed seamlessly. The 5.6-liter block produces up to 393 foot-pounds of torque at 3,400 r.p.m., allowing the QX56 to accelerate hard off the line. The engine reaches ninety percent of peak torque below 2,500 r.p.m.: average highway cruising speeds. Not only was I able to weave through thick traffic with ease, I could pass vehicles on steep inclines without flooring the throttle. The drivetrain produces a buttery ride akin to much smaller vehicles.

The bad news is that the QX56 has an insatiable appetite for gasoline. Twenty bucks worth is a drop in its bottomless fuel tank. Average fuel economy for city and highway driving is about 14 miles-per-gallon.

Car-like ride and handling

The QX56 uses Nissan’s F-Alpha truck platform, which it shares with the full-sized Titan pickup and Armada sport-utility vehicle. The advantage of body-on-frame construction is durability. The rigid frame makes the vehicle flex less when it is hauling a heavy load of traversing extremely uneven terrain. The challenge to engineers is to make the work-truck platform ride and handle like a luxury car.

They did this by adapting many luxury car features, such as a double wishbone independent suspension, and rack-and-pinion speed-sensitive steering. Turning radius is about 41 feet, which isn’t bad for a vehicle that’s almost 17-1/2 feet long.

The rear camera backup system is invaluable. Guidance lines superimposed over the wide-angle image show the driver how much room is on either side of the vehicle. There is also an audible warning for objects to the rear. I was able to back into tight spaces at the motel in Sedona, giving myself a clear shot out.

The gate shift is easy to use. I tested the low gears on a steep decline from the Sedona airport down to the main road. It kept the speed at a manageable 25 miles-per hour without having to engage the brakes.

Large vented discs front and rear give the QX plenty of braking power. Pedal feel is even and linear. The truck can stop quickly when it has to: standard antilock brakes maintain directional control on wet or uneven roads.

Large stabilizer bars on both axles keep the truck flat in the corners. I’m not saying that the QX is a car to dynamite through the corkscrews at Laguna Seca (although the corner workers might find it entertaining). But it can certainly hold its own on winding canyon roads, such as the stretch of highway 89A between Sedona and Flagstaff.

Keyless ignition is standard equipment. It works just like a conventional ignition, except that the driver doesn’t have to put a key in the ignition slot to unlock and turn it.

Optional intelligent cruise control on the test car is a handy feature for commuters. The system uses laser sensors to determine the distance between the QX and the car in front of it, and maintains a preset following distance. The driver engages the system by pushing a button on the steering wheel. Separate controls set the speed and following distance.

The hardest thing about using intelligent cruise control is learning to trust it. While it will not brake the vehicle to a complete stop, it works well in urban highway traffic, where speeds may vary between thirty and seventy miles per hour.

Inside the truck, there’s a conspicuous lack of road and wind noise. The 12-speaker Bose audio system surrounds passengers with sound. Its long wheelbase and 79-inch height translate to exceptional head and legroom for second and third-row passengers. The test truck has the optional mobile entertainment system: an eight-inch power flip-down display, with wireless remote and two wireless headphones.

The navigational system operates via a mouse in the instrument panel. The three-dimensional map images are remarkably easy to read. The XM NavTraffic system displays color-coded images on the navigation screen so drivers can avoid congested areas. Redundant steering wheel audio controls allow the driver to make volume or channel changes without reaching for the touch screen.

Cargo friendly

As someone who routinely loads large boxes into vehicles, I can’t say enough good things about power liftgates. The one on the QX has a single control that opens and closes the door: simple is good. Two buttons in the cargo area fold the rear seats flat or raise them. There isn’t a lot of room with the third row seats in place, but folding them creates a cargo area big enough to hold a bicycle with the front wheel removed.

Folding the second-row seat flats is relatively easy. A strap on the outside of the seat cushion releases it to flip forward, and a lever on the seatback folds it flat.

Despite its height, the roof rack is fairly easy to reach, thanks to the standard running boards There are two rubberized steps in the rear as well, although the roof rack is too far forward for a smaller person to hand on to.

Standard safety and security features on the QX56 include antilock braking , vehicle dynamic control, side and side curtain airbags and a tire pressure monitoring system.

Base price on the QX56 is $55,250. Estimated annual fuel cost is $3,052. The QX56 is not for the feint of wallet. But it is a luxurious ride. The QX56 is currently on display at Infiniti dealerships nationwide.

Likes: Exceptional performance for a full-sized sport-utility vehicles. Visibility around the truck is excellent, and the standard rear backup camera makes parking a breeze. The 5.6-liter V8 engine and 5-speed automatic transmission give the QX56 the power and performance of a passenger car.

Dislikes: Poor fuel economy.

Quick facts:

Base price: $55,250
Price as tested: $58,810
Horsepower: 320Hp @ 5200 r.p.m.
Torque: 393 lbs.-ft. @ 3400 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: 12/17 m.p.g. city/highway 
Comments: Base price does not include a $815 destination charge.

2008 Nissan Versa 1.8 S HB

The Nissan Versa is a stylish hatchback with exceptional fuel economy, priced under $15,000.
By Nina Russin

2008 Nissan Versa

People love to hate hatchbacks. For those of us old enough to remember the AMC Gremlin, that bias isn’t unfounded. But unlike the subcompacts of the 1970s, today’s hatchbacks are sporty, versatile, and fun to drive. The Nissan Versa competes against the likes of the Mazda3 and Kia Spectra: all five-door subcompacts that are big on fuel economy and versatility.

The Versa hatchback has a sportier exterior than its sedan counterpart, and the two-box configuration gives it more cargo room. Best of all, base price on the S grade is under $13,000. The test car, fitted with optional cruise control and antilock brakes, costs $14,535 including the destination charge.

Power comes from a 122-horsepower four-cylinder engine and six-speed manual gearbox. As small as the engine is, the manual transmission is the best choice. I found myself just under redline when I accelerated onto the highway, and when passing. There’s so little torque that it’s hard to start up in second gear. Then again, with average fuel economy of 29 miles-per-gallon, second-gear starts aren’t really necessary. My only concern is long-term durability on a drivetrain that has to work so hard to develop power.

The six-speed transmission is easy to shift, and the clutch is light enough that stop and go driving isn’t difficult. Gears have a reasonable amount of range. There’s a reverse lockout ring that protects the only gear without synchros. The shift lever is longer than it needs to be, more like a truck shifter. I never used the sixth gear. Driving around town, I wanted to stay well within the power band, which was easier to do in fifth.

The front-wheel drive configuration keeps most of the weight over the front axle: a plus on wet or snow-covered roads. The Versa can easily take on the occasional dirt road but don’t try negotiating a challenging trail. Ground clearance is a scant six inches, and lack of all-wheel drive means the engine can’t send torque to the rear wheels if traction gets dicey in the front.

Great fuel economy is one of the Versa’s biggest assets. A hundred miles of city and highway driving ate up just over a quarter of the car’s 13-gallon tank. In addition to having a rather small engine, the Versa is also very light. Curb weight on the hatchback model is about 2,700 pounds. Use of high-strength, galvanized steel makes the unit body more impact and rust resistant.

Front and rear stabilizer bars keep the car flat in the corners. The suspension is reasonably compliant, braking is firm but not grabby, and the power-assist steering yields a good on-center feel. The fifteen-inch wheels are big enough to keep the car stable at speed, though I’d prefer mags to hubcaps. Visibility around the car is good: I didn’t notice any obvious blind spots.

Considering its price, the Versa has a high level of standard safety features including front, side and side curtain airbags, a tire pressure monitoring system and active head restraints that help to prevent whiplash during a rear-end collision. The standard halogen lamps throw a good beam of light at night. A standard rear wiper keeps the large back window clear of rain and snow.

Antilock brakes are available as a $250 option, that also includes electronic brake force distribution and brake assist. That’s not a bad price for antilock brakes but there’s a catch. The option is only available if the buyer also adds the $700 power package that includes power windows, locks and remote keyless entry. Cruise control is a stand-alone $200 option.

Comfortable seating for four

The interior is simple but well laid out. I found the driver’s seat easy to adjust, with adequate lower lumbar support. I was surprised at how comfortable the second-row seats are: there is plenty of leg and headroom for the average adult. Cloth upholstery is standard. Front doors have map pockets with bottle holders, while the rear doors have map pockets. The center console includes two large cupholders for the front passengers and two for the passengers in back, as well as a 12-volt power point and change holders. There is a nice size covered shelf above the audio controls large enough to hold several compact discs, a cell phone or PDA. The glove compartment is pretty small: big enough for the owner’s manual and registration, but not much else.

The standard audio system includes an AM/FM radio and CD player. Buyers who want to upgrade the audio system, add a MP3 jack, Bluetooth compatibility or satellite radio need to buy the more expensive SL grade.

The second-row seats collapse by pulling a loop on the seatback. It’s a simple, one-step operation. I was sorry to see that the seats don’t also tumble forward: doing so would make the extended load floor flat. With the second-row seats in place, there’s enough room in back for some luggage or a week’s worth of groceries. Folding the seats makes the cargo area large enough for a bicycle, though the bump created by the second-row seats makes it harder to slide the bike inside. People who ride regularly will probably want to add a roof-mounted rack. A standard cargo cover is easy to remove in order to load tall cargo in back.

After driving the Versa for a week, I’d have to say that it’s an easy vehicle to live with: small and maneuverable around town with adequate power for the highway. I enjoyed being able to slip into small parking spaces and still have some room left over. I also enjoyed racking up the miles without stopping at the gas station to fill up.

The Nissan Versa is produced at Nissan’s Aguascalientes, Mexico assembly plant, and is currently on display at dealerships nationwide.

Likes: The Versa hatchback is a lot of car for under $15,000, with comfortable seating for four, a high level of standard safety features and exceptional fuel economy.

Dislikes: The 1.8-liter four-cylinder engine is short on low-end torque.

Quick facts:

Base price: $12,650*
Price as tested: $14,535
Horsepower: 122 Hp @ 5200 r.p.m.
Torque: 127 lbs.-ft. @ 4800 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: 26/31 m.p.g. city/highway
Comments: *Base price does not include a $625 destination charge.