2008 Dodge Avenger SXT

Mid-sized sedan with flex-fuel capability
By Nina Russin

2008 Dodge Avenger

The mid-sized Dodge Avenger rolled out last year, replacing the outgoing Stratus sedan. In order to make it competitive, engineers equipped the Avenger with some appealing powertrain options: three engines including one that is flex fuel capable, an available six-speed automatic transmission, and available all-wheel drive.

The name, “Avenger,” conjures up images of edgy styling and muscle car performance: two attributes the new Dodge sadly falls short of. This isn’t to say that the Avenger is a bad car; rather that it feels a bit anemic when its designers intended it to be anything but.

The test car is the SXT grade with the 2.7 liter, flex fuel engine. The engine and sport suspension are an option, adding $1350 to the car’s $19,520 base sticker price. A four-speed automatic transmission is standard on all but the 3.5-liter V-6, which gets a six-speed automatic. A gate shifter on the four-speed gearbox lets the driver downshift to third or low gear range, versus manual gear selection on the six-speed.

The E85 designation means that the car can run on gas containing up to eighty-five percent ethanol. Ethanol, made largely from corn, is a sustainable alternative to conventional gas. The problem with E85 is that it’s not widely available outside the Midwest, it’s more expensive than conventional gas, and produces poorer fuel economy. The recent floods that wiped out most of the nation’s corn crops probably won’t help matters.

The 186 horsepower engine has adequate power: just not an overabundance of it. Acceleration is a plain vanilla experience. Average fuel economy using conventional gasoline is 22 miles per gallon: about 27 miles per gallon on the highway.

A rack-and-pinion steering system provides good feedback at a variety of speeds, though response is rather soft. Optional 18-inch wheels give the Avenger a large footprint, keeping it flatter in the corners. The option package ($550) also upgrades the brakes from front discs and rear drums to four-wheel discs with four-channel antilock braking.

Visibility to the front of the car is limited, due to a tall instrument panel that obstructs forward vision. I had to raise the driver’s seat up several inches to get a clear view of the road ahead. Side mirrors do a pretty good job of compensating for blind spots created by thick rear pillars, though the pillars make it harder to back in and out of parking spots.

Well-configured interior

The Avenger’s biggest asset is its interior. It’s spacious, comfortable, and remarkably versatile for a mid-sized sedan. Standard stain resistant fabric makes life a lot easier for parents and active adults.

Both front seats have plenty of head, leg and shoulder room. A standard tilt and telescoping steering wheel allows smaller drivers to maintain a safe distance from the front airbag. Front seat heaters, heated side mirrors and remote start are part of a convenience option package ($550).

The back seats are also surprisingly roomy. The tunnel through the floor limits legroom in the middle position, but two average adults should be pretty comfortable in the outboard positions.

I was pleasantly surprised to find LED reading lamps for both rows of passengers. The lamps are part of a option package that also adds a power sunroof and illuminated vanity mirrors ($935).

Two cupholders in the floor console are big enough for water bottles. The front cupholder can heat beverages up to 140 degrees Fahrenheit, or cool them down to 35 degrees. The rear doors have molded bottle holders as well as map pockets.

A spacious glovebox can easily hold a purse or small pack. There is no bin beneath the center console armrest, but a large bin at the base of the center stack will hold a bunch of compact discs. A smaller cubby to the left of the gauge cluster is perfect for cell phones or PDAs. A 12-volt power point at the base of the center stack recharges electronic devices on the go.

Both second-row seats fold flat, extending the trunk floor for large cargo. With the seats folded flat, the Avenger meets our bicycle friendly standards. I was able to fit my mountain bike in back with the front wheel removed. Moving the stubby tires over the threshold between the trunk and pass-though was a two-person job: a lighter road bike would be less of a challenge. 

The front passenger seat folds flat to further extend the cargo floor. A hard surface on the seatback can also function as a work station.  

The MyGIG multimedia system is a hard disc drive that allows drivers to download tunes and photos. Play lists and photos are displayed on a screen in the center stack. A discount on the $850 option brings the price down to $200. The standard audio system includes an AM/FM radio, CD player and MP3 jack, with a year of free Sirius satellite radio service.

Coming in August: Mobile WiFi

Chrysler just announced a new wireless internet service that will turn the car into a portable hot spot. The dealer-installed option costs $449 plus installation, with availability beginning in August.

The router box is a secure WiFi and 3G connection, with a range of about 100 feet. It is compatible with all current Chrysler, Jeep and Dodge vehicles. There is a $35 service activation fee as well as a $29/month service fee.

Standard safety

The Avenger comes standard with front, side and side curtain airbags, and a tire pressure monitoring system. Antilock brakes and electronic stability program are available as options.

New Dodge Avengers are rolling off the line at Chrysler’s Sterling, Michigan assembly plant.

Likes: Spacious, versatile interior with stain-resistant upholstery, a tilt-and-telescoping steering wheel, heated and chilled cupholder, and a rear seat pass-though that makes the sedan bicycle friendly.

Dislikes: Lackluster performance. Wide rear pillar obstructs visibility pulling in and out of parking spots.

Quick facts:

Make: Dodge
Model: Avenger SXT
Year: 2008
Base price: $23,820 
As tested: $23,820
Horsepower: 186 Hp @ 5500 rpm
Torque: 192 lbs.-ft. @ 4000 rpm
Zero-to-sixty: N/A
Antilock brakes: Optional
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Towing: No
Off-road: No
Fuel economy: 19/29 mpg city/highway
Comments: Base sticker price does not include a $690 delivery charge.

2009 Volkswagen Tiguan 2.0T SE 4Motion

New compact utility vehicle with sports car appeal
By Nina Russin

2009 Volkswagen Tiguan

As the rising cost of gas forces drivers out of their full-sized trucks, automakers are trying to make the idea of downsizing more palatable. Rather than bringing a bland utility vehicle to market, Volkswagen is infusing the 2009 Tiguan with the sporty performance of its popular GTI.

The Tiguan isn’t an inexpensive car: base price on the all-wheel drive test car is $28,875, not including the $690 delivery charge. And while its average fuel economy of twenty miles per gallon is better than the full-sized Touareg, the Tiguan isn’t exactly a gas miser. But it has the power and performance many direct competitors lack, along with a versatile cargo area, roof rails, moderate off-road capability, and a really cool panoramic sunroof.

The test car is the SE grade: one of two available trim levels with Volkswagen’s 4Motion all-wheel drive system. Power comes from a turbocharged two-liter engine rated at 200 horsepower, and six-speed automatic transmission. The Tiguan accelerates from zero-to-sixty in just under eight seconds, and has a top speed of 129 miles-per-hour.

Turbocharging gives the Tiguan exceptional low-end torque. Driving the car on city streets and highways, it feels very much like a Volkswagen sport sedan.  A high level of torsional rigidity results in excellent steering feedback at all speeds. Engineers used lightweight construction materials whenever possible to minimize curb weight and enhance gas mileage.

Standard seventeen-inch wheels on the SE grade provide a stable footprint, while a fully independent suspension gives the Tiguan responsive ride and handling. Four-wheel disc brakes, standard on all trim levels, stop better on wet pavement and are easier to service than drums.

Its short wheelbase makes the Tiguan easy to maneuver through crowded streets, or on narrow off-road trails. Seven inches of ground clearance is enough to clear tree roots or rocks on unimproved roads; however, the engine compartment is not designed for fording water. Towing capacity is 2200 pounds: not enough to meet our minimum ALV standards.

The test car comes with three options: a navigation system with rearview backup assist camera and a multimedia socket ($1950), rear side airbags ($350), and the power panoramic sunroof ($1300).

Smartly designed interior

I found a lot to love in the Tiguan’s interior: as the architect Mies van de Rohe once said, “God is in the details.” The upgraded cloth upholstery is attractive and practical: it stays relatively cool in the Phoenix summer heat. The SE grade comes with an eight-way partial power driver’s seat and eight-way manually adjustable passenger seat. Lower back support is excellent for both front seating positions.

Navigation information appears in two spots: on a screen in the center stack, and on an information display in the gauge cluster. If the driver wants to see audio and navigation information at the same time, he can program the screen to display the playlist, while route directions appear on the information display.

Redundant audio and cruise control buttons on the steering wheel minimize driver distraction. The steering wheel is height adjustable to accommodate drivers of different sizes.

A bin in the center console includes the compact disc slots, a 12-volt power point and the MP3 plug in. There are two other 12-volt outlets: in the center stack, and in back of the center console bin. Two cupholders in the floor console are large enough for water bottles. The electronic parking brake control is next to the gear shift lever. The six-speed automatic transmission includes a manual shift option.

Both rows of passengers have plenty of small bins and cubbies for stashing paperwork and portable electronic devices. All four doors have map pockets; the front doors also have bottle holders.

Second-row seats recline, and can move fore and aft up to six inches to give passengers additional legroom. The middle seat folds down to provide an extra set of cupholders. Given the size of the car and the transmission tunnel, two passengers will be more comfortable in back than three.

Reading lamps in the overhead console and to either side of the panoramic sunroof illuminate both rows. The second-row seats fold flat to extend the cargo floor. The front passenger seat can also fold flat for transporting longer items.

With the second-row seats in place, the cargo area can hold some small boxes and luggage, but stashing bikes and other large cargo requires folding the seats flat. A standard tonneau cover protects items stashed in back from prying eyes.

Standard safety

All models come with front, side and side curtain airbags: rear side airbags are optional. Standard four-channel antilock brakes and electronic stability program help the driver to maintain directional control on wet or icy surfaces.

The Tiguan is available as either a front or all-wheel drive car. Base price on the front-wheel drive model is $23,200. All-wheel drive models begin at $28,875. The standard warranty includes all scheduled maintenance for three years of 36,000 miles.

The new Tiguan is rolling into Volkswagen dealerships nationwide.

Likes: Exceptional power and performance: the Tiguan is a compact sport-utility vehicle that feels like a sport sedan. All-wheel drive gives the Tiguan all-weather and all-terrain capability, while the optional panoramic sunroof provides both rows of passengers with plenty of ambient light.

Dislikes: Poor fuel economy. The cargo area with the second-row seats in place is too small for bicycles, camping gear and other large items.

Quick facts:

Make: Volkswagen
Model: Tiguan SE 4Motion
Year: 2009
Base price: $28,875
As tested: $33,165
Horsepower: 200 Hp @ 5100 rpm
Torque: 207 lbs.-ft @ 1700 rpm
Zero-to-sixty: 7.9 seconds
Bicycle friendly: Yes
Off-road: Yes
Towing: No
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Fuel economy: 18/24 mpg city/highway
Comments: Base price does not include a $690 delivery charge. All scheduled maintenance is free for the duration of the three year/36,000 mile warranty period.

2008 Scion xB

A Better Box

By Nina Russin

2008 Scion xB

The xB was one of two cars that launched the Scion brand back in 2003, the other being the now-defunct xA. Based on a Japan market car called the “Black Box,” the funky xB won the hearts of buyers looking for an affordable alternative to sport-utility vehicles.

Though it couldn’t match the off-road capability of four-wheel drive trucks, the xB held a surprising amount of cargo, with fuel economy rivaling passenger cars. Monospec pricing and a sub-$14,000 MSRP appealed to first-time car buyers who were wary of the dealership experience, and wanted to avoid long-term loan payments.

This year, Scion rolls out an all-new xB with much-improved ride and handling, a more spacious passenger cabin and more room for cargo. Powered by a 2.4-liter four-cylinder engine that produces fifty-five more horsepower than the original car, the new xB is a more substantial vehicle while retaining the funky charm of the original.

In addition to the bigger engine, the new xB also has bigger wheels, four-wheel disc brakes, and more standard safety features, including antilock brakes, front, side and side curtain airbags, and vehicle stability control with traction control. Fuel economy is still above average for a crossover-utility vehicle: about 25 miles-per-gallon.

Scion has maintained its monospec, value pricing strategy. MSRP for the five-speed manual version is $15,650; $16,600 for the four-speed automatic. The base car includes many comfort and convenience features car buyers look for: remote keyless entry, air conditioning, a Pioneer, iPod compatible audio system, tilt steering wheel with redundant audio controls and power side mirrors. Buyers can customize their xBs with a few factory options including premium audio and navigation systems, or choose from a myriad of aftermarket products.

The test car has four options: a rear spoiler ($423), navigation system ($2010), floor mats ($144) and a security package ($423). Total cost, including a $580 delivery charge is $19,287.

Love it or hate it styling

I must confess that my reaction to the xB’s styling is that it’s a face only a mother could love. Then again, I’m about twice the age of the target buyer. In its favor, nobody can accuse the xB of having a bland exterior.

Though it maintains the basic box shape of the original model, designers added styling touches that meld the xB with the larger family of Toyota vehicles. A thick, angular rear pillar and roof spoiler are similar to elements on the current Toyota Highlander, while wrap-around headlamps mimic the current Corolla. The profile is more aerodynamic than the first xB, and larger wheels seem more proportionate to the body.

Two vertical taillamps serve as focal points in back. A single backup lamp in the left corner balances off the tailpipe to the right. Though it makes sense on the drawing board, it looks a bit odd on the actual car.

A standard rear wiper keeps the glass clean in rain and snow. Designers thoughtfully put the VIN number on the inside of the liftgate rather than the base of the windshield: it’s easy for the car owner to find, but not so for would-be thieves.

Urban interior

Inside, the styling is stark and urban: a Scion trademark. A four-gauge cluster on top of the center stack displays time, ambient temperature, fuel economy, and average speed. The navigation screen on the test car also displays audio settings. The screen flips up for loading in compact discs. The shift lever is located to the right of the steering wheel rather than in the floor console, leaving more room for storage.

Dark charcoal upholstery is attractive and practical: it doesn’t get as hot as leather, and it doesn’t show dirt. Though the seats lack lumbar adjustments, I found both front and rear seats to have adequate lower back support.

There are plenty of bins and cubbies around the front seats for holding small electronic devices, sunglasses, and paperwork. Two cupholders in the floor console are big enough for water bottles in the endurance athlete world. The center console bin is deep enough to hold compact discs. iPod and MP3 jacks plug into the front of the bin, while two pop-out cupholders for second-row passengers are stowed in back.

The glovebox is larger than average, with room to hold maps and paperwork. There is also a storage shelf above the glovebox. All four doors have large bottle holders and the front doors also have map pockets.

The car’s narrow greenhouse makes for a dark interior, especially without a moonroof. This is especially noticeable in the second row. On the upside, second row passengers have an abundance of head and shoulder room. Since the front-wheel drive xB has no transmission tunnel through the floor, it’s possible to seat three adults across the back. Legroom is adequate for small to medium-sized passenger: taller men may find the rear seats cramped.

Second-row seats fold flat to extend the cargo floor: a button to the outside of the seatbacks releases them. The xB meets our bicycle friendly standards. There are four tie-down loops on the cargo floor. An under-floor storage area has four bins that conceal valuables from prying eyes.

Both front seats fully recline, reminding me of my favorite feature in my ‘66 Rambler. It’s too bad drive-in movie theaters have gone the way of the carburetor.

Ready for the open road

The problem with bringing Japan market cars to America is that nobody in Japan drives very fast. Roads in Japan are much narrower than here in the States, and traffic in Tokyo makes Manhattan look like a farm field by comparison.

Since the first xB was modeled after a Japan market car, it lacked the high-speed stability that American drivers need. Fifteen-inch wheels worked fine on surface streets, but they made the car feel wobbly on the interstate.

The new xB was built for American roads, and it shows. The new engine has plenty of power to keep up with traffic, and enough on the low end to make entrance ramps a non-issue. I would recommend the five-speed manual for those willing to live with a clutch: it gives the driver better control over the engine’s power, as well as having a big overdrive gear to maximize fuel economy when power demands are low. The gearbox is easy to shift, and the clutch is light enough for use on the streets.

Sixteen-inch wheels are a significant improvement over the smaller wheels on the outgoing model. Having maneuvered through some dense freeway traffic in Phoenix’s east valley, I can say confidently that the car is capable of commuting through typical urban traffic.

Four-wheel disc brakes make the car stop in a straight line on wet or snowy roads; they are also easier to service than drums. An electric steering pump under the hood reduces weight and provides good response at all speeds.

Visibility around the car is pretty good. The side mirrors compensate for the blind spots created by the D pillars; the biggest problem is knowing where the rear wheels are when backing into a parking spot.

Although the new car is longer and wider than the outgoing model, the xB remains a small vehicle. The xB is about fourteen feet long and five feet wide: it will fit into any parking space. Despite the tall cargo area, overall height is just over five feet: the xB will clear parking garage  ceilings and garage doors with ease. On the downside, five inches of ground clearance doesn’t leave much margin on unimproved dirt roads.

All cars come with a three year/36,000 mile warranty, that includes complimentary scheduled service at 5,000 and 10,000 miles. The 2008 xB is currently on display a Scion dealerships nationwide.

Likes: A practical crossover utility vehicle with above-average fuel economy and a spacious, versatile cargo area.

Dislikes: Thick D pillars obstruct visibility to the rear. The xB’s low ground clearance limits its use on unimproved dirt roads.

Quick facts:

Make: Scion
Model: xB
Base price: $15,650
As tested: $19,287
Horsepower: 158 Hp @ 6000 rpm
Torque: 162 lbs.-ft @ 4000 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: Standard
Bicycle friendly: Yes
Towing: No
Off-road: No
Fuel economy: 22/28 mpg city/highway
Comments: Base price does not include a $580 delivery charge.

2008 Saturn Vue Green Line

Saturn’s sport-utility vehicle gets a green connection
By Nina Russin

2008 Saturn Vue Green Line

The Saturn Vue is a right-size sport-utility vehicle that holds enough gear to satisfy buyers with active lifestyles, yet can fit into the average parking spot. The second-generation model that rolled out last year comes with either front or all-wheel drive, and includes a hybrid grade that utilizes an electric generator to save gas.

Average fuel economy for the Vue Green Line is 28 miles-per gallon: a twenty percent improvement over the four-cylinder XE. Later this year, Saturn will unveil a second hybrid model based on the same two-mode system as the Chevy Tahoe hybrid.

Priced under $25,000, the Vue Green Line comes with a full-roster of standard safety features, including front, side and side curtain airbags, stability and traction control, four-channel antilock brakes, tire pressure monitoring and active head restraints.  OnStar with a one-year subscription to the basic service package automatically notifies emergency personnel whenever the airbags deploy, and can also unlock the car remotely.

An optional towing prep package allows the Vue to tow up to 3500 pounds, meeting our ALV standards. Standard convenience features include automatic climate control, a six-speaker, MP3 compatible audio system with a three-month free subscription to XM satellite radio, cruise control, remote keyless entry and redundant steering wheel controls.

Road trip and heat soak test

Three things set well-engineered hybrids apart from the crowd: fuel economy, acceleration, and air conditioner performance. I decided to put the Vue to the test with a two hundred mile road trip between Phoenix and Tucson, Arizona in the middle of the summer heat. 

The Vue is a fairly heavy car: curb weight is 3789 pounds. That’s a lot of inertia for a four-cylinder engine to overcome, especially when accelerating from a stop. A thirty mile construction zone on the interstate ensured that we would be doing a lot of stopping and starting.

Hybrids achieve peak fuel economy when power demands are low, but that isn’t the real world. I wanted to minimize steady-state cruising in favor of manic weaving and jackrabbit starts that are the bread and butter of urban commuting.

The road between Phoenix and Tucson climbs a thousand feet: not enough to be noticeable over a hundred miles, but plenty to impact fuel economy. Despite dense traffic and a strong westerly wind, the Vue made it to our destination using about a quarter tank of gas. Fuel economy was twenty-six miles-per-gallon, the minimum EPA estimate for highway driving. Power during acceleration was excellent: the Vue performed more like a six-cylinder car than a four-cylinder.

The four-speed automatic transmission worked seamlessly, with no obvious hunting or downshifting. A fully independent suspension provided a compliant ride while maintaining an excellent on-center feel when I had to make quick lane changes on the highway. Visibility around the car was excellent: I noticed no obvious blind spots while driving or parallel parking.

Once in Tucson, we had a chance to test the air conditioner. The Vue has a mechanical air conditioning compressor that’s driven off the engine. When the engine shuts off at idle to conserve gas, the compressor shuts off as well. Though it wouldn’t be noticeable in average weather, the hot June afternoon made stops at traffic lights uncomfortable. Turning the air conditioner on recirculate helped, but it didn’t completely eradicate the problem.

Driving around Tucson that night, the Vue’s fuel economy was well within the EPA estimates. I also had the chance to drive the car early in the morning with the air conditioner off. In this mode, the car reverts to “eco” mode more frequently. The fuel supply shuts off earlier than normal in the deceleration cycle to save gas.

The return trip involved a net descent of a thousand feet, improving the Vue’s average fuel economy significantly. The entire trip, including forty miles of city driving consumed nine gallons of gas: an average of twenty-seven miles-per-gallon.

Spacious interior

One of the things that impresses me about the Green Line is its high level of standard convenience features. The test car has no option upgrades, nor does it need them. The standard cloth upholstery is practical and attractive. Manual adjustments on the driver and front passengers seats are easy to use. The driver’s seat has an adjustable lumbar support.

Redundant audio controls on the steering wheel minimize driver distraction. Audio and automatic temperature controls in the center stack are easy to reach from either front seating position. The floor console contains two large cupholders large enough for water bottles; the front doors have map pockets and bottle holders as well.

A generous-sized glovebox can easily hold a small pack or purse. A well-designed storage bin in the center console has a narrow shelf for portable electronic devices and a deeper bin for compact discs. There is one 12-volt power point: on the front of the center console bin. There is also a small shelf at the base of the center stack, and a small bin overhead for holding sunglasses or a garage door opener. Both rows of passengers get overhead reading lamps.

The second row has enough head and legroom for smaller adults, though tall men may feel a bit cramped. A small storage bin and two cupholders pop out from the back of the center console bin. A fold-down armrest includes a shallow bin for storing electronic devices. The second-row seats fold flat by releasing a lever on the outside of the seatbacks, but I needed to remove the headrests to clear the front seats.

A standard rear wiper keeps the glass clean in rain or snow. The cargo floor includes four tie-down loops for larger items. While there is plenty of room with the second-row seats in place for luggage, the seats need to be folded flat to hold bicycles and other large gear. Roof rails would have been a nice addition for active buyers.

Base price on the Vue Green Line is $24,170; $24,795 including the delivery charge. The Vue Green Line is a good choice for buyers who need more cargo space than compact sport-utility vehicles provide, but need to watch their fuel budgets as well. Though the hybrid isn’t available as an all-wheel drive model, seven inches of ground clearance is plenty for clearing the occasional boulder or tree roots on dirt roads.

Saturn’s new hybrid is currently available for test drives at dealerships nationwide.

Likes: A reasonably priced, well equipped sport-utility vehicle with a spacious cargo area and excellent fuel economy.

Dislikes: Air conditioner shuts off when the car is idling, which can be a problem in extreme heat.

Quick facts:

Make: Saturn
Model: Vue Green Line
Year: 2008
Base Price: $24,170
Horsepower: 172 Hp @ 6500 rpm
Torque: 167 lbs.-ft @ 4500 rpm
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: Not available
Bicycle friendly: Yes
Off-road: No
Towing: Yes
Fuel economy: 25/32 mpg city/highway

2008 Scion xD

Scion’s newest hatchback is a super value at the gas pump.
By Nina Russin

2008 Scion xD

Bad news at the gas pump is good news for Scion. Toyota’s youth-oriented brand specializes in small, fuel efficient cars with edgy, urban styling. Now that the xA is out of production, the xD is the smallest Scion.

Scion makes the buying process simple with monospec pricing. The buyer chooses the transmission, color, and orders the car from a kiosk at the dealership. Dealers don’t keep a lot of inventory on the lot, but have access to a large inventory of cars, which can be delivered in a timely manner from various storage facilities.

Base price on the xD is $14,550. The subcompact hatchback meets all of our ALV safety requirements: antilock brakes, side curtain airbags and a first aid kit are standard equipment. The simple interior includes most of the comfort and convenience features buyers look for: cruise control, air conditioning, an iPod compatible audio system, remote keyless entry, and a tilt steering wheel with redundant audio controls.

Buyers can add a few factory-installed options, including a navigation system ($1950), satellite radio ($449), and vehicle stability control ($650). I’d recommend the vehicle stability control for anyone who travels along wet or icy roads: it controls wheel spin-out and excessive yaw to help the driver maintain directional control.

Average fuel economy for the xD with a five-speed manual transmission is thirty miles-per-gallon. Engineers maximized power from the 1.8-liter engine by keeping weight off the chassis. Curb weight is 2625 pounds: slightly more for the automatic. Buyers willing to push a clutch are rewarded with better gas mileage and better power.

The advantages of a small footprint

Its compact size makes the xD an excellent choice for city dwellers, who will appreciate the maneuverability on crowded streets and highways. The xD’s turning radius is 37 feet, allowing it to make the occasional U-turn with ease. The xD can slip in between two large trucks into a slightly undersized parking spot.

Though it’s no race car, the xD’s power and performance should satisfy the needs of most drivers. I found the car to have ample acceleration in the twenty-to-fifty mile-per-hour range, critical for merging into highway traffic. Cruising at speeds of seventy to seventy-five miles-per-hour, which is average for highways in and around Phoenix, is not a problem.

The xD rides on standard sixteen-inch wheels, giving the car a stable footprint. Steel wheels with wheel covers are standard. Buyers can upgrade to factory alloy wheels ($795), and add wheel locks ($65) to protect the wheels from would-be thieves.

The MacPherson strut front and torsion beam rear suspension provides a fairly supple ride. A standard front stabilizer bar keeps the car flat while cornering. An electric steering pump reduces weight under the hood, and provides good response at all speeds.

Visibility to the front and sides of the car is quite good. The side view mirrors compensate adequately for blind spots to the rear when driving, but thick rear pillars make parallel parking more difficult. A standard rear wiper keeps the back glass clean in rain and snow.

Functional interior

On the whole, the xD interior meets the needs of  buyers in its target market. There are three cupholders in the center and floor console, one of which is large enough for a water bottle. Map pockets in the front doors are designed to fit bottles as well, but they were too narrow to hold any of the water bottles I tried in them.

Designers simplified the gauge cluster by combining the speedometer and tachometer in one gauge: it takes some getting used to, but is fairly easy to read. A digital fuel readout displays the fuel level in the car’s eleven-gallon tank. A larger tank would have given the xD better range, but it would also add to the car’s curb weight.

Toyota is known for making quiet cars, which makes the xD’s noisy interior surprising. Road noise is obvious at all speeds, and is loud enough to interfere with the audio system.

The standard audio system includes an AM/FM radio, CD player, MP3 and iPod plug-ins.
a 12-volt power point at the base of the center stack recharges electronic devices and a small shelf next to the plug in is the perfect size for holding cell phones or PDAs.

Heating and air conditioning controls on the center stack are easy to reach from both front seating positions. Cooling the car’s black interior down in Phoenix summer weather was a good test of the air conditioning system, which it passed with ease.

The xD has no center console bin: designers substituted a two-piece glovebox in its place. While the top bin is large enough for compact disks, maps and paperwork, it is too small to hold a purse or small pack. Three small bins beneath the cargo floor are large enough to conceal valuables at the trailhead.

The back seats have plenty of hip and legroom for two adults, though taller passengers may find headroom lacking. The second-row seats fold flat to give the xD a large functional cargo space that meets our bicycle-friendly standards. I was able to load in four large cartons of running shoes and still see out the back window. Luggage and camping gear should not be a problem.

Though it won’t meet the needs of all athletes, the xD is as well suited to active lifestyles as any car of its size could be. In a time of shrinking budgets and burgeoning fuel prices the xD is a practical, affordable alternative for athletes who need a versatile cargo area, but can’t afford the expense or upkeep of a larger sport-utility vehicle.

The xD is currently on display at Scion dealerships nationwide.

Likes: An affordable subcompact car with exceptional fuel economy and a configurable cargo area that meets our bicycle friendly standards. The xD has a high level of standard safety, including antilock brakes, side curtain airbags and a first aid kit.

Dislikes: All but one of the cupholders are too small for water bottles. Visibility to the rear is restricted due to extremely wide D pillars.

Quick facts:

Make: Scion
Model: xD
Year: 2008
Base price: $14,550
As tested: $16,444
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: Standard
Bicycle friendly: Yes
Towing: No
Off-road: No
Fuel economy: 27/33 mpg city/highway
Comments: MSRP does not include a $620 delivery charge.

Octane 101

Is premium fuel worth the premium price?
By Nina Russin

Photo courtesy of Ford Motor Company

In our supersized society, we tend to assume that more is better. If a big gulp is better than a small gulp, then premium fuel must be better than regular unleaded. Many drivers believe that octane is a performance enhancer: that’s a misconception. Octane’s purpose is to prevent engine damage that can occur due to pre-ignition or detonation, or what most people call “engine knock.”

Internal combustion engines create power through a series of controlled explosions called combustion. Here’s how it works: a fuel injector sprays gasoline into the engine cylinder, and mixes with air entering through the intake valve. The intake and exhaust valves close, sealing off the cylinder. The piston moves down in the cylinder, compressing the vaporized gasoline to make it more volatile.

A spark plug fires, igniting the mixture. The explosion pushes the piston back up in the cylinder. As each piston moves up in the engine cylinder, it creates energy to spin the crankshaft: the power that eventually finds its way to the wheels. The spent fuel exits the engine cylinders through the exhaust valves and makes its way to the tailpipe.

In order for the engine to work properly, the fuel must only ignite when the spark plug fires. But because gasoline is so flammable, explosions can occur in the engine cylinders at other times as well.

Internal combustion engines are inherently inefficient: some gasoline passes through the cylinders without burning. If this gas vapor auto-ignites after the spark plug fires, the result is detonation. Detonation can burn pistons, shatter spark plugs, or even crack the engine’s cylinder heads.

Pre-ignition is caused by a hot spot in the combustion chamber that ignites the fuel mixture before the spark plug fires. It sound like pinging or knocking, and over time, can cause similar damage to detonation.

Octane reduces gasoline’s tendency to auto-ignite, protecting the engine against detonation or pre-ignition. Manufacturers will recommend the minimum amount of octane necessary to protect the engine against damage. High compression engines tend to need more octane, because they are more susceptible to detonation. Supercharging, which uses a blower to increase the volume of air moving through the engine, can also raise the car’s octane requirements.

Octane requirements increase when vehicle weight goes up significantly: for example, when a truck is towing a large trailer. Extreme heat can make an engine more likely to detonate than moist, cooler air, raising the engine’s need for octane.

The bottom line is this: don’t use gasoline with a lower octane rating than the manufacturer recommends because the engine may not run as efficiently, and the likelihood of damage from detonation or pre-ignition increases. On the other hand, using premium fuel when the manufacturer recommends regular is a waste of money.

Why diesel fuel doesn’t have octane

Diesel is a heavier grade of fuel than gasoline. Diesel engines don’t have spark plugs because they can’t  ignite the fuel. Instead, the engine uses extreme compression to create combustion.

Pistons in the diesel engine compress air in the cylinders to make it hotter. When an injector sprays diesel fuel an engine cylinder, the air inside is hot enough to make the fuel burn and expand.  The burning fuel creates enough power to move the piston back and spin the crankshaft.

The ticking sound we hear when a diesel car is running is detonation: it’s a common occurrence in diesel engines. So engineers use components robust enough to withstand the stress of random explosions inside the cylinders.

Detergent additives

Many gasolines have detergent additives to prevent deposits from forming inside the engine. Fuel injector tips can become clogged over time with paraffin and dirt. Clogged fuel injectors can’t deliver enough fuel to the engine cylinders and fuel economy suffers.

While detergent additives can do a good job of preventing dirt from building up on the injector tips, they are less successful at removing deposits that have already accumulated. Fuel injector cleaners that go into the gas tank are equally ineffective: they simply aren’t strong enough to do the job.

Any fluid strong enough to clean the injector tips is also strong enough to do damage to the fuel lines that run to and from the fuel rails. That’s why technicians inject these materials directly into the fuel rails, after they block the fuel lines off.

Some manufacturers recommend against using these caustic injector cleaners, because they can cause damage to the injector tips. The best way to clean these injectors is to remove them and clean them ultrasonically: a job best done by a qualified technician.

E85

Some new cars, also called flex-fuel vehicles, are made to be E85 compatible. E85 is a gasoline mixture that contains up to eighty-five percent ethanol by volume. Ethanol, which is produced from corn, is a renewable fuel. Using renewable fuel reduces our dependency on oil, which as we all know is a limited resource.

The bad news is that using E85 reduces a car’s fuel economy. E85 is also more expensive than conventional gasoline. So drivers who need to stretch their gasoline dollars should think twice before filling up with E85.

Hot gas versus cool gas

Like any other liquid, gasoline expands when it gets hot. Gasoline density effects power: the denser the liquid, the more power it can create. Therefore, gasoline that is warm due to higher ambient temperatures will contain less effective power than cool gasoline. The debate of warm versus cool gas has been the subject of recent media attention, with arguments on both sides. While some experts claim that ambient temperatures have a significant effect on underground tanks, others claim that the tanks are relatively temperature proof.

Does it pay to fill up the tank during cooler times of the day: in the early morning or at night? The answer is ‘yes,’ but not necessarily because of the gasoline temperature. The hotter the ambient temperature, the more likely gasoline is to escape around the neck of the fuel tank in vapor form. That’s because gasoline vaporizes at very low temperatures: much lower than ambient air.

Modern fueling stations have a collar around the filler nozzle to minimize evaporative emissions. In addition, cars have specially designed as caps that seal off the neck of the fuel tank, to minimize pollution from gasoline fumes. Filling up in the cooler weather minimizes evaporative emissions, causing less pollution and probably saving some money as well.

2008 Toyota Highlander Limited 4X4

Toyota’s seven-seat crossover ventures off road.
By Nina Russin

2008 Toyota Highlander

I’m driving south through Oak Creek Canyon, a narrow passage formed by the waterway connecting Sedona and Flagstaff, Arizona. It’s an appropriate place to drive the new Toyota Highlander: a mid-sized crossover vehicle that builds on the original formula with new off-road technology.

The first Highlander that debuted in 2001 was the urban counterpart to the Toyota 4Runner. Whereas the truck-based 4Runner appealed to outdoors enthusiasts with extreme off-road capability, the Highlander offered buyers enhanced passenger and cargo capability, but with a car-like ride.

The new model that rolled out last year shares chassis components with the Camry and Avalon sedans. Full-time four-wheel drive with hill-start assist and downhill descent control  allows the new Highlander to traverse moderate off-road trails with aplomb.

The test car is the upscale Limited grade: one of three available trim levels. A 270-horsepower engine and five-speed automatic transmission provide ample power while maintaining reasonably good gas mileage: about 20 miles-per-gallon on average. A hybrid version of the car averages 26 miles-per-gallon, thanks to power enhancement from three electric motors.

A price increase that took effect the beginning of May boosts the car’s $34,150 MSRP by $200, and adds $40 to the $645 destination charge. Options include a navigation package ($2505) that includes a JBL audio system upgrade, with pre-wiring for satellite radio, MP3 and Bluetooth capability, power rear door ($400), rear air conditioning system ($585), power sunroof ($850), rear spoiler ($200), and car mats ($275).

Touring the red rocks

Memorial Day weekend in Sedona is the end of peak tourist season. Highway 89A- the two-lane road that runs through Oak Creek Canyon and continues south towards Prescott, is packed with cars. Though travelers can make better time on the interstate, the red rock formations surrounding the two-lane highway make that drive irresistible.

There is a second route through Oak Creek: a graded dirt road that hugs the canyon wall between Sedona and Munds Park, just south of Flagstaff. Recent rains have made the road a little rougher than normal. But it’s nothing the Highlander can’t handle.

Up above the traffic, the real spirit of the canyon springs to life. An unusual cold snap has extended the life of spring flowers. Deer occasionally peek out between the Ponderosa pines. And the scent of those pine trees is everywhere. Thanks to the rains, the normally dusty route is relatively dust free.

Schnebly Hill is one of many graded dirt roads in and around Sedona. While most people prefer to stay on pavement, the fire roads are a quieter, more scenic way to get around. Visitors planning to run, hike or mountain bike can count of having to travel some of the fire roads to get to the nicer trails.

I won’t say that it’s impossible to travel these roads in a car, but there are sections where piles of tea kettles or deep sand compromise traction. The Highlander’s four-wheel drive system is the perfect fix, since it automatically sends engine torque to the wheels with the most traction.

Ample ground clearance and short overhangs prevent the underbody from getting hung up on hills. The four-wheel drive Highlander can wade through several inches of water without losing traction or damaging the drivetrain. I tried it myself just to make sure.

While the ‘08 Highlander has more off-road features than the outgoing model, it lacks the durability that makes the 4Runner capable of handling extreme off-road terrain. I wouldn’t tackle the Rubicon Trail in a Highlander: that’s 4Runner territory.

On the other hand, the ‘08 Highlander has enough towing capacity to meet our ALV minimum standards. Both second and third row seats fold out of the way to create a long cargo floor for loading in bicycles and other oversize items. Roof rails are standard on the Limited grade, and crossbars are a factory-installed option ($229).

Plenty of power for the open road

The trip up interstate 17 is my favorite way to test a car’s power. The road climbs about 5500 feet between Phoenix and Flagstaff. Not only does the Highlander have enough power to pass slower vehicles on steep sections of the ascent, but the transmission does a minimum downshifting. Fuel economy on the highway averages 22 miles per gallon: a touch below the 23 mpg EPA estimates.

The Limited grade comes with standard nineteen-inch wheels, and a fully independent suspension that provides a firm but compliant ride. Visibility is good all the way around the car.

Toyota prides itself on quiet interiors: the Highlander is no exception. Engineers increased insulation around the instrument panel on the new model and revised the engine mounts to further reduce noise intrusion to the passenger compartment.

Four-wheel disc brakes with standard antilock braking are firm and linear without being grabby. Steering assist is ample for low-speed driving. At high speeds there is less assist for  a positive on-center feel.

Spacious interior

Designers made the ‘08 model larger than the car it replaces in every dimension, giving second and third-row passengers more head, leg and hip room. Both first and second-row seats move fore and aft to accommodate tall passengers.

There are plenty of storage areas around the first two rows for holding maps and small electronic devices. I was a little disappointed that the glove box and center console bin are too small to hold small packs, since I like lockable storage at the trailhead. But a tonneau cover in back conceals items in the cargo area from prying eyes.

All four doors have map pockets and bottle holders, and there are plenty of cupholders for all three rows of passengers. Two power outlets in front and one in the cargo area recharge portable electronic devices.

A standard tilt and telescoping steering wheel allows smaller drivers to maintain a safe distance from the front airbag. Redundant audio controls and cruise control buttons on the steering wheel reduce driver distraction.

The center stack is logically laid out, with temperature controls at the bottom, and audio controls surrounding a central information screen that also displays a wide angle camera view to the rear when the car is in reverse. The rear backup system makes it much easier to back into tight parking spaces, and displays items that would normally fall below the driver’s sight line.

Up above, a conversation mirror flips down, so parents can keep an eye on kids in the second row. The optional moonroof lets plenty of ambient light into the back of the car. I enjoyed having it open in the north country, so I could see the pine trees towering overhead.

Two paths to the third row

A new second-row seat design makes it easier for third-row passengers to get in and out of the car. The middle seat is removable: it stows behind the front-row center console. Since the Highlander has rather thick C pillars and large wheel arches, access and egress via the rear doors is limited.  Though they aren’t as spacious as the second-row seats, the two, third-row seats are big enough to hold adults.

A standard power tailgate eliminates fumbling with the keys, making it much easier to load up the cargo area. With the third row seats folded flat, the Highlander easily meets our bicycle friendly standards.

Standard safety features include antilock brakes, vehicle stability and traction control, front, side, side curtain and driver’s knee airbags, front headrest restraints and a tire pressure monitoring system.

The 2008 Highlander is currently on display at Toyota dealerships nationwide.

Likes: A mid-sized crossover vehicle with a versatile interior, standard roof rails, and the ability to handle moderate off-road trails.

Dislikes: Large C pillar and rear wheel arches limit egress from the third row seats. Cargo and floor mats should be standard equipment on a vehicle at this price.

Quick facts:

Make: Toyota
Model: Highlander 4X4 Limited
Year: 2008
Base price: $34,150
As tested: $40,674
Horsepower: 270 Hp @ 6200 rpm
Torque: 248 lbs.-ft @4700 rpm
Zero-to-sixty: N/A
Bicycle friendly: Yes
Off-road: Yes
Towing: Yes
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: Not available
Fuel economy: 17/23 mpg city/highway
Comments: A recent price increase raised the Highlander’s MSRP by $200, and added $40 to the delivery charge.