2008 Dodge Dakota Extended Cab SLT 4×4

Large-scale utility in a mid-sized truck
By Nina Russin

2008 Dodge Dakota Extended Cab SLT 4X4

The Dodge Dakota is no poseur: it’s a workhorse, inside and out. The mid-sized pickup truck has an extended cargo bed with adjustable tie-downs, designed to secure oversized cargo. Stain resistant upholstery, a two-speed transfer case for off-road driving, and trail rated tires will appeal to people who work hard, play hard, and get dirty in the process.

The test truck is the SLT grade, one of six available trim levels, with a 3.7-liter V6 engine and six-speed manual transmission. The V6 is the smaller of two available powerplants: Dodge also offers a 4.7-liter V8 that’s flex fuel compatible. While its no hot rod, the 210-horsepower V6 has enough torque (235 foot-pounds) to haul or tow big loads. A two-speed transfer case and special off-road tires make the Dakota capable of crawling over extremely uneven terrain.

The overdrive gears in the manual transmission give the Dakota pretty good fuel economy considering its size: about 17 miles-per-gallon for combined highway and city driving. But buyers considering the manual transmission should remember that truck clutches are not like car clutches. Be prepared for a fairly stiff pedal and long throw, with a long shift column on the center console. Commuters should think seriously about upgrading to the optional four-speed automatic transmission.

Power rack-and-pinion steering makes the Dakota easy to maneuver, despite its relatively large footprint. There are some slight blind spots to the rear caused by wide C pillars in the extended cab: it took some getting used to backing into parking spots. I didn’t have problems with visibility while maneuvering through traffic.

Eighteen-inch wheels are standard on the test truck: an upgrade from sixteen-inch rims on the base model. The Dakota comes with a full-sized spare tire: a must for people who plan to use the truck off road.

The gearbox works well for those who don’t mind standing on the clutch in traffic. There is no obvious gear lash, and all of the gears are easy to find. I didn’t use sixth gear much around town, but it helped stretch the fuel economy on a longer highway trips. Redundant cruise control buttons on the steering wheel are easy to engage and disengage.

Four channel antilock brakes coupled with an anti-spin rear axle differential prevent the back end from breaking loose on wet roads. The chassis feel well balanced, even when the cargo bed is empty. The brakes are firm and linear without being grabby.
Low-maintenance interior

Yes essentials stain resistant fabric is standard on the SLT grade. Not only does it stay clean, but it’s odor resistant as well. If you’re the type who plays hard and sweats a lot, the benefits of that are huge. A six-way power driver’s seat and tilt steering column make it easy for drivers of all sizes to find a comfortable position. Heated front seats are standard on the test truck.

Dodge designers do a great job of placing user-friendly storage compartments around the cabin. Both of the front doors have deep map pockets. There are two large cupholders in the center console, as well as a deep bin with a small removable shelf for electronic devices. A storage shelf above the glove box is segmented as well, so cell phones and PDAs won’t slide around.

All of the controls on the center stack are easy to reach and figure out. There’s a 12-volt power point for plugging in a phone recharger just to the right of the temperature controls. Audiophiles will appreciate standard Sirius satellite radio: the sound system is MP3 compatible.

An overhead console incorporates a temperature display, compass and trip meter. Audio information is displayed on a small screen in the center stack.

While the rear doors swing open to 170-degrees, they’re not very practical. Since both front and rear doors open at the B pillar, the front doors must be completely open to reach the rear door latches. It’s hard to find that kind of space between two tightly parked cars.

The extended cab has second-row seating for two, but I wouldn’t want to ride back there for more than a short drive. The straight seatbacks feel unnatural, and there’s almost no leg and hip room. The seat cushions flip up and out of the way to create some valuable interior storage space. The space isn’t large enough to put a bicycle in, but it works well for groceries and luggage. There are also six grocery bag hooks across the back of the passenger cabin.

Enormous cargo bed

The Dakota’s biggest asset is its cargo bed: six and a half feet in length. Available utility rails and tie-downs (not on the test car) make it possible to secure items so they don’t shift around. Another great feature is the standard two-position tailgate. It can move to the middle of the cargo bed to support extra wide or long cargo laid on top of the wheel wells.

Standard safety

Antilock brakes, front air bags, knee bolsters and a tire pressure monitoring system are standard equipment on all Dakota trucks. A security package on the test car adds side curtain airbags, and upgrades the antilock brakes to a four-channel system.

Base price on the four-wheel drive Dakota SLT is $26,900, putting it well within the limits of our best value category. As pickup truck prices climb well over the $30,000 mark, the Dakota is a good option for value-conscious shoppers. While it may not have the payload capacity of a full-sized truck, it 1530 pound rating should accommodate most weekend warriors.

Buyers with active lifestyles will appreciate the versatile interior and off-road capability. Those who want a less expensive option should consider the base ST grade extended cab, that starts at $20,080 for the 4×2 model. There is also a crew cab for those who want true five-passenger capability.

Likes: A practical interior with stain and odor resistant upholstery, power heated seats and satellite radio. Dodge does a great job of incorporating useful storage bins on the inside, and a larger-than-life cargo bed in back.

Dislikes: Standard manual transmission will not be practical for most urban commuters.

Quick Facts:

Make: Dodge
Model: Dakota Extended Cab SLT 4×4
Year: 2008
Base price: $26,900
As tested: $30,500
Horsepower: 210 Hp @ 5200 rpm
Torque: 235 lbs.-ft. @ 4000 rpm
Zero-to-sixty: N/A
Bicycle friendly: Yes
Off-road: Yes
Towing: Yes
Antilock brakes: Standard
Side curtain airbags: Optional
First aid kit: N/A
Fuel economy: 15/19 mpg city/highway
Comments: Base price does not include a $645 destination charge.

2008 Ford Focus SES

The Focus offers sporty performance at a super-value price 
By Nina Russin

2008 Ford Focus

As its name suggests, the compact Ford Focus sets its sights set on young, first-time car buyers. The model first introduced at the 1998 Geneva Motor show has evolved in breadth and depth to include three trim levels, with appealing features such as Ford Sync, satellite radio, aluminum wheels, Pirelli tires, heated seats and leather trim.

Designers refreshed the car’s exterior for the 2008 model year, using cues from the Fusion. The restyle adds some European character, and should appeal to the car’s intended audience.

The test car is the upscale SES grade, equipped with a sport suspension, sixteen-inch wheels, chrome exhaust tips and a rear spoiler. The standard two-liter engine with optional four-speed automatic transmission averages just under 30 miles-per-gallon: a boon in these days of soaring gas prices. My week-long test drive consumed about half a tank of fuel.

The optional leather trim is stylish and comfortable: heated front seats made the cold morning drives to the trailhead more pleasant. Other options on the car include the MP3 compatible sound system upgrade, ambient interior lighting, satellite radio, a power moonroof, antilock brakes and traction control.

I find it odd that antilock brakes and traction control aren’t standard equipment, especially since Sync is. As much as I like the idea of voice-activated telephone and audio controls, I would think that such basic safety features would take precedence.

A fun ride

While the Focus is by no means a sports car, the 140-horsepower engine has plenty of power for average city and highway driving. The Focus is a relatively light car: the sedan weighs just over 2600 pounds. The light chassis gives the small engine the ability to accelerate well, especially in the twenty-to-fifty mile-per-hour range.

Driving enthusiasts should opt for the five-speed manual transmission to get more power out of the engine. Ford offered a SVT hatchback version of the first-generation Focus for the tuner world, but hasn’t announced any plans for a high-performance version of the current model.

Because of its small footprint, the Focus is easy to maneuver through traffic: something I appreciated driving along Phoenix highways during rush hour. The car is easy to park for the same reason. Visibility is good all the way around the vehicle with no obvious blind spots. The SES grade has redundant steering wheel audio and cruise controls which minimize driver distraction.

Four wheel independent suspension isolates passengers from bumps in the road, while front and rear stabilizer bars keep the chassis flat in the corners. The brakes are firm and linear, though I would have preferred rear disks to drums. Drum brakes tend to fill up with water in bad weather, so they don’t stop as well. They also tend to build up rust ridges, so its harder to replace brake shoes than the pads on the discs.

The upgraded wheels and tires enhance the exterior styling, and give the car a slightly larger footprint. Drivers who tend to push the envelope will appreciate that.

Quiet, comfortable interior

Ford has led the industry in reducing noise intrusion through the use of special sound deadening materials around the cabin as well as quiet steel. Engineers did their homework with the Focus in the wind tunnel, reducing noise intrusion in key areas such as the windshield and around the side view mirrors. The Focus is as quiet inside as many luxury cars, at a fraction of the price.

As a music enthusiast, I love any vehicle that comes with satellite radio: it provides hundreds of commercial-free stations with music styles ranging from jazz to hip hop, world, and alternative. Given access to Sirius, I’m an Alt Nation junkie.

The Sync system allows the driver to use voice prompts to play downloaded MP3 files. While voice activated command systems in cars are nothing new, Sync integrates a lot of electronic devices from phones and PDAs to iPods as well as the optional navigation system. The only downside is the thick manual that comes with the system. Car companies should know by now that buyers rarely read owner’s manuals. I liked the one page cheat sheet I got with the test car much better.

The optional ambient lighting adds low level lamps in the cupholders and around the footwells. The driver can choose among seven lighting colors using a switch on the dash. The additional lights make it easier to find small items such as garage door openers and cell phones while driving at night.

I found the front seats to be comfortable with plenty of lower back support, ample shoulder and head room. The center stack controls are well laid out and easy to access from either front seating position. An information screen at the top of the center stack is easy to read without obstructing the driver’s forward view.

Since the Focus is a small car, the rear seats don’t have a lot of legroom. Buyers who need seating for more than two people might want to look at the larger Fusion. The trunk is good sized and well laid out.

A pass-through allows drivers to fold the 60/40 split rear seats flat to extend the cargo floor, making it possible to shoe a bike inside with the front wheel removed. But sedans are far from ideal for people carrying lots of large equipment. Those who regularly carry bikes in their vehicles would want to add a rear hitch or roof rack.

Standard safety

Ford’s safety canopy, first introduced on its minivans, is standard on the Focus. Tethered side curtain airbags hold passengers in place during a rollover. If passengers aren’t belted in, the side curtain airbags slide between the windows and occupants as they inflate.

With trucks comprising over fifty percent of the vehicles on the road, small car drivers have to be careful. Not only do small cars weigh a lot less than trucks, but they tend to fall below the truck driver’s sight line. Passive safety features such as airbags, door beams and crumple zones can make the difference between walking away from an accident and landing in the hospital.

Other standard safety features on the Focus include front and side airbags, and a tire pressure monitoring system.

Overall, the Focus is a good package for buyers on a budget. With a base price of $16,995, it should compare favorably with offerings such as the Scion tC, Mazda3 and Kia Spectra. The sporty Focus is waiting for test drives at dealerships nationwide.

Likes: The upscale Focus offers a high level of comfort and convenience features at an affordable price. Features such as Sync, leather trim, satellite radio and heated seats give the Focus a luxury car feel. The two-liter engine with four-speed automatic transmission provides ample power, with fuel economy averaging just under thirty miles per gallon.

Dislikes: Antilock brakes and traction control should be standard equipment.

Quick facts:

Make: Ford
Model: Focus SES sedan
Year: 2008
Base price: $16,995
As tested: $20,825
Horsepower: 140 Hp @ 6000 rpm
Torque: 136 lbs.-ft. @ 4250 rpm
Zero-to-sixty: N/A
Bicycle friendly: No
Off-road: No
Towing: No
Antilock brakes: Optional
Side curtain airbags: Standard
First aid kit: N/A
Fuel economy: 24/33 mpg city/highway
Comments: Base price and price as tested include a $620 destination charge.

2008 Mercedes-Benz ML550

High-performance crossover vehicle
By Nina Russin

2008 Mercedes-Benz M-Class

The M-Class is an a la carte offering that can fill lots of squares. Depending on the grade and options, it can function as a sport-utility vehicle with luxurious appointments, or a sports car with a very large cargo area. A clean diesel model makes it a green car as well.

The ML550, equipped with a 382-horsepower V8 engine, is the sports car in the M-Class family. With a zero-to-sixty time of 5.6 seconds, it makes quick work of weekly grocery shopping.

While the test car has many off-road handling features such as permanent four-wheel drive, hill start assist, and downhill descent control, an AMG sport package makes it more a car for the streets. The AMG option upgrades the standard wheels and tires to nineteen inch rims, adds special running boards and restyled front and rear bumpers. In general, I don’t like running boards on off-road cars: they have a way of attracting rocks, and ending up on the side of the trail.

But on paved roads, the ML550 combines the performance of a European luxury sedan with the cargo capability of a sport-utility vehicle. The seven-speed automatic transmission comes with a unique shift lever on the steering column that operates with the touch of a finger. Additional steering wheel mounted buttons allow the driver to change gears manually.

The electronic system uses computer controls to adjust shift points according to the driving situation. As with electronic steering and braking, there’s a certain leap of faith in abandoning the traditional mechanical systems. But if any company has the engineering finesse to make electronic systems bulletproof, it’s Mercedes-Benz.

A fully independent suspension coupled with power rack-and-pinion steering gives the car a buttery smooth ride with excellent steering response at all speeds. The test car has optional air suspension, as part of the premium III package that also includes a bunch of interior upgrades, bi-xenon curve illuminating headlamps, headlamp washers and a power liftgate ($8500).

The Airmatic suspension incorporates adaptive damping that makes real-time adjustments to the shocks depending on the driving situation. Despite its compliant ride, the M-Class stays flat in the corners, even at high speeds. I tested it on some decreasing radius cloverleafs, and the car refused to come unglued.

I still find brake-by-wire a little grabby during sudden stops. But under normal conditions, it feels about the same as a mechanical system.

There’s a backup hydraulic system that takes over if the brake-by-wire fails. For an old-fashioned duff like me, there’s security in brake fluid. Standard antilock braking, traction control and electronic stability program help the driver maintain directional control on wet or uneven road surfaces.

The bi-xenon headlamps provide a long beam of light, close in color and intensity to daylight. The turn illuminating feature makes pedestrians and cyclists crossing at intersections easier to see.

Standard rain-sensing wipers automatically adjust wiper speed, so the driver doesn’t have to switch the wipers on and off in intermittent rain.

A stalk near the turn signal engages the cruise control. I find the proximity of the two stalks disconcerting: it’s too easy to mistakenly turn on the cruise control.

A Parktronic rear backup warning system ($770) adds a camera with a wide angle lense that displays the area behind the car in the navigation screen. Not only does the system eliminate blind spots to the rear of the car, it also makes it much easier to back into a small space.

Luxurious interior

The base model comes standard with a high level of comfort and convenience features, including heated front seats, dual-zone climate control with a dust and pollen filter, four 12-volt power outlets, an eight speaker sound system with a MP3 jack, and redundant steering wheel controls. A power glass sunroof sheds ambient light into the rear of the car.

There are plenty of cupholders for both rows of passengers, and the map pockets have molded bottle holders. The 60/40 split second-row seats fold flat to extend the cargo floor.

A leather trim package ($1975) adds upscale leather upholstery, burl walnut trim, and an ambient light package at a very upscale price. It’s pretty, but I personally wouldn’t fork out the cash for it.

Interior upgrades that come with the premium III package include the navigation system, power driver seat, passenger seat and steering column with memory, power folding mirrors, a harman/kardon sound system with satellite radio, rear seat entertainment system and cargo organizer.

The upgraded sound system will appeal to audiophiles, since it utilizes the latest in 5.1 surround sound. I’m not sure I would opt for the factory-installed navigation system. While aftermarket products can’t interface with the car’s software, they use the same global positioning satellites and work fine as electronic maps.

The power liftgate is a great feature for anyone who spends a lot of time with their hands full. The M-Class cargo area is spacious and easy to utilize. Standard roof rails are designed to hold loads up to 220 pounds.

Sporty styling

The other day somebody had parked their first-generation M-Class next to the test car. While I don’t normally talk about styling updates, this one is significant. The first M-Class looked like a thinly-disguised minivan. The new car most definitely does not. Gone is the square rear end and uninspired grille.

The new M-Class has sports car proportions, despite its high profile. The wheels are pushed far to the corners and the profile has an aerodynamic wedge shape, that also improves its coefficient of drag. A slanted C pillar echoes the rake of the windshield, making the vehicle look more like a passenger car than a traditional two-box design. A wedge that runs along the beltline, ending in the rear wheel arch, adds to the aerodynamic character. The front end of the car is slightly lower than the rear.

The rear D pillars are thin and black to match the rear glass, so it looks like glass wraps around the back of the car. Similarly, the tail lamps have a wrap-around design, to break up the vertical lines.

The grille is taller and the windshield proportionately shorter, with large sweeping headlamps that wrap around the corners of the car. Beneath the grille is an air scoop framed by two additional lamps, giving the front of the car an all-business look.

Base price on the test car is $52,400. Option packages add almost $15,000. The test car has a MSRP of $67,800, including the $775 destination charge.

The M-Class is produced stateside at Mercedes-Benz’s Huntsville, Alabama assembly plant.

Likes: Sports car performance with the practicality of a sport-utility vehicle, the M-Class is a luxurious, fun ride.

Dislikes: The 5.5-liter V8 engine is a bit of a gas guzzler. Running boards are attractive, but can be a liability during off-road driving.

Quick facts:

Make: Mercedes-Benz
Model: ML550
Year: 2008
Base price: $52,400
As tested: $67,800
Horsepower: 382 Hp @ 6000 rpm
Torque: 391 lbs-ft @ 2800 rpm
Zero-to-sixty: 5.6 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
Bicycle friendly: Yes
Off-road: Yes
Towing: Yes
First aid kit: N/A
Fuel economy: 13/18 mpg city/highway