2008 Chevrolet Tahoe Hybrid

Full-sized sport-utility vehicle gets a green connection
By Nina Russin

2008 Chevrolet Tahoe Hybrid

Can a full-sized sport-utility vehicle achieve the same fuel economy as a mid-sized passenger car? The new Chevrolet Tahoe Hybrid can: average fuel economy for the two-wheel drive model is 21 miles-per-gallon.

A gasoline/electric powertrain developed jointly by General Motors, Chrysler and BMW has more horsepower than the 4.8-liter and 5.3-liter V-8 engines available in other Tahoe models.

Since electric motors develop peak torque at extremely low engine speeds, the hybrid has exceptional low-end power. The Tahoe Hybrid tows up to 6000 pounds.

The V-8 gasoline engine runs on 87 octane fuel. A nickel-metal-hydride battery pack supplies power to the electric motors.

The battery pack recharges on the go using regenerative braking. Batteries are located under the second-row seat: the pack doesn’t interfere with tumble-and-fold seat configurations.

Two mode system

Engineers use two strategies to maximize fuel economy. Electric motors run the truck’s accessories when the gas engine shuts off at idle, and boost engine power when the vehicle is moving. A cylinder shut-off system cuts power to half the engine cylinders when power demands are low, so the six-liter V8 has the fuel economy of a four-cylinder.

The transmission operates in continuously variable mode to maximize fuel economy during normal driving. It also has four fixed gear ratios, to enhance engine power when the truck is accelerating hard or towing a trailer.

The nicest thing about all of this technology is how invisible it is to the driver. The only noticeable difference between the hybrid Tahoe and it’s gas powered cousin is that the hybrid engine shuts off at stoplights.

Cost benefit

Despite a five mile-per-gallon difference in fuel economy, there is little cost benefit in buying the hybrid versus other Tahoe models. Base sticker price for the Tahoe hybrid is $49,590, as compared to $35,530 for the base Tahoe with the 4.8-liter V8, or $39,935 for the more powerful 5.3-liter engine.

Assuming the average driver travels 15,000 miles annually and pays four dollars per-gallon for regular unleaded gasoline, the hybrid owner will pay $2857 for a year’s worth of gas, versus $3529 to fuel the V8 models listed above. It will take almost fifteen years for the hybrid owner to make up the price difference between his car, and the Tahoe with the 5.3-liter V8.

Though buyers pay a premium for the hybrid technology, the biggest reason for the price difference is content. The Tahoe Hybrid comes with standard equipment that is optional on most other grades, including the third-row seats, navigation system, three-zone climate control, a Bose premium sound system, rear backup camera, and XM satellite radio.

It’s the same pricing strategy that Toyota and Lexus use for their hybrid sport-utility vehicles, the Lexus RX 400h and Highlander Hybrid. Simply put, the hybrids are only available as fully-loaded vehicles.

How the technology works

A digital display in the gauge cluster tells the driver which mode the gasoline engine is operating in. At start-up, the engine operates in “open loop”: it has to reach operating temperature before computer controls take over. During this period, the engine runs on eight cylinders.

The point at which computer controls take over is called “closed loop: the computer uses readings from the exhaust stream and other electronic sensors determine engine load. When power demands are low, the Tahoe runs on four cylinders. The electric motors augment the gas engine’s power, so it can stay in four-cylinder mode in some high-speed driving situations.

During hard acceleration, when towing or driving uphill, the engine runs on all eight cylinders. Electronic controls have the ability to detect minute changes in driving conditions,, to minimize the amount of time the engine runs on full power. As a result, the hybrid averages two miles-per-gallon more than gas-powered Tahoes on the highway.

The mileage difference is much greater in the city: about seven miles per gallon. The engine rarely shifts out of four-cylinder mode during low-speed driving. It shuts off at idle, and electric motors supply power for the truck’s accessories.

The Tahoe Hybrid has an electronic air conditioning compressor. It doesn’t run off the gas engine like conventional air conditioning systems, so it can keep the car cool when it’s stopped at a light.

Interior designed for active lifestyles

The Tahoe’s interior is designed for people who spend a lot of time in their cars, and carry a lot with them. Three rows of seating hold up to eight passengers. Second and third-row seats tumble forward to produce a long cargo floor. Tumbling the third-row seats forward creates enough space in back for a road bike with the front wheel removed.

Front-row passengers get two-stage heated seats with power adjustments. A three-zone climate control system has separate controls for the driver, front passenger, and second-row passengers. Three ceiling vents circulate air through the back of the car. An optional power sunroof  ($995) adds more ambient light.

The Bose premium audio system includes an AM/FM radio, MP3 plug-in, CD player, and a three-month subscription to XM satellite radio. An optional rear-seat DVD system ($1295) keeps kids in the back entertained on long road trips.

There are plenty of cupholders to accommodate eight passengers: the front doors also have bottle holders molded into the map pockets. There are five, 12-volt power points: on the center stack, in the center console bin, behind the center console, and to the right of the liftgate. A 115-volt inverter on the center stack lets the front passenger plug in a computer.

A screen in the center stack displays audio settings, maps for the navigation system, and a wide-angle camera view to the rear when the car is in reverse. The rearview camera assist system makes it easy to back the Tahoe into a parking space.

Standard safety

The Tahoe hybrid comes standard with four-channel antilock brakes, stability and traction control, front and side curtain airbags. Standard OnStar automatically notifies police and medical personnel if the airbags deploy.

The Tahoe Hybrid is built at Chevrolet’s Arlington, Texas assembly plant.

Likes: Exceptional fuel economy for a full-sized sport-utility vehicle with no sacrifice in performance.

Dislike: The hybrid is only available as a fully loaded vehicle. It’s $49,590 MSRP puts it out of the reach of many buyers.

Quick facts:

Make: Chevrolet
Model: Tahoe 2WD Hybrid
Year: 2008
Base price: $49,590
As tested: $52,780
Horsepower: 332 Hp @ 5100 rpm
Torque: 367 lbs.-ft. @ 4100 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: 21/22 mpg city/highway
Comments: MSRP doesn’t include a $900 delivery charge.

2009 Jaguar XF Premium Luxury

New sport sedan raises the bar for style and technology
By Nina Russin

What’s not to love about a pearl white Jaguar with a 300 horsepower

2009 Jaguar XF

engine? The only problem is: I can’t figure out how to shift it into drive.

There’s no gearshift lever on the floor console or steering column. If I was in a dealership, the sales manager would have explained this in his walk-around. Problem is, I’m not in a dealership, and there’s no owner’s manual in the glove compartment.

I went to college: how difficult can it be to find the gearshift? Fortunately none of my neighbors are out, watching me make a complete and total fool of myself.

At least the “start” button is easy to find. As the engine turns over, a knob rises out of the floor console. It’s a rather large rotary knob, with familiar letters such as P, D, R, and S around it’s perimeter. It finally dawns on me that the rotary knob is the gearshift mechanism.

The rotary gear selector is just one of the high-tech devices on Jaguar’s new XF sport sedan. The rest of the controls are easier to figure out. Once in “drive,” formula-one style paddles on the back of the steering wheel allow one to manually select gears.

The power tilt-and-telescoping steering wheel has redundant audio and cruise control buttons, to minimize driver distraction on the road. A screen at the top of the center stack displays media, navigation and temperature settings, while a second smaller screen between the speedometer and tachometer shows the time and gear selection.

Styled for sport

A quick glance at the XF’s exterior makes it obvious that this is not a car to be driven slowly. From the side, the XF looks more like a coupe than a sedan, with a long front end and sharply raked roof. The sharp roof angle and large wheel arches give the appearance of a cat ready to pounce.

The premium luxury model comes with standard nineteen inch wheels and low-profile R-rated tires. Large rotors peek out from inside the wheels: definitely all business.

Up front, the Jaguar logo sits perched in the center of a mesh grille flanked by wrap-around headlamps. Air intakes in the lower bumper help the engine breathe.

In back, a second leaper graces the trunk lid. LED taillamps wrap around the back corners, making the rear of the car look wider and more planted. Two large exhaust pipes are perched beneath the rear bumper. 

Quiet sinuous ride

In keeping with its namesake, the XF doesn’t roar; it purrs. Unlike many sport coupes with loud, rumbling exhaust notes, the XF takes care of business in stealth-like fashion. There is very little noise intrusion to the interior from the wheels or engine bay.

Goose the throttle, and the 4.2-liter V8 engine comes to life. Zero-to-sixty acceleration time is 6.2 seconds. For those who want more torque, a supercharged block on the top grade reaches sixty in 5.1 seconds.

All models come standard with a six-speed automatic transmission. Though it took me some time to find the gear selector, I’m glad that Jaguar engineers have abandoned the J-shift lever. I always found rounding the corner to shift into manual mode a little awkward. A sport mode on the rotary knob adjusts the shift points for more aggressive driving.

A fully independent suspension with double wishbones front and rear provides a compliant ride, while keeping the chassis flat in the corners. The low profile tires create four large contact patches with the road: the driver can dive into decreasing radius turns as fast as he or she dares.

Understeer control logic prevents the car from pushing in the corners. If the driver needs to stop suddenly, electronic controls precharge the brakes with hydraulic fluid for better pedal response.

Standard dynamic stability control has two modes: normal and winter. The winter mode allows some wheel slippage for maneuvering through snow.

Power rack-and-pinion steering produces more assist at low speeds: steering is tighter at highway speeds for a positive on-center feel. Visibility is good all the way around the car. Buyers can opt to add a blind spot detection system, that automatically warns the driver about vehicles in the car’s blind spots.

All models come standard with park assist: it produces audible signals to warn the driver about obstacles to the front and rear of the car.

The nicest thing about all of this technology is how invisible it is to the driver. With the exceptional of the park assist feature, there are a minimum of flashes and bleeps when the electronic controls take over. This leaves the driver free to enjoy the ride, and the sound of the upscale Alpine audio system inside.

Monsoon rainstorm

One of the problems I have test driving cars in Phoenix is that it almost never rains, except for the mid-summer monsoon season. As luck would have it, I happened to have the XF in mid-July, just in time for a whopper of a storm.

Since there are few sewers in the city, an inch of rain is more than enough to flood the roads. In this case, the east valley got two inches of rain in less than an hour. I grabbed my keys.

Turns out, this cat doesn’t mind getting its feet wet. The XF had no trouble maintaining traction on flooded streets and intersections: at least those that the local authorities hadn’t bothered to barricade off.

Luxury cabin for four

Jaguar calls the XF a five-passenger sedan, but it’s really meant for four. Up front, the driver and passenger enjoy power adjustable heated seats. The rotary gear shift and electronic parking brake clear up clutter in the center console, making room for three cupholders, one of which is large enough for water bottles.

Audio and temperature controls are located in the center stack under the information screen: both are easy to reach from either front seating position.

A bin in the center console under the driver’s armrest contains iPod and MP3 plug-ins, as well as a USB port and 12-volt power point. The XF is also Bluetooth compatible.

Leg and hip room are plentiful in back, though headroom is limited by the sharply raked roof. A fold-down armrest in the center seating position has two cupholders that are big enough for bottles. Second-row passengers get a separate set of air vents and separate overhead reading lamps.

All four doors contain map pockets, with additional pockets in the front seatbacks.

Spacious trunk

A deep trunk with standard pass-through should hold most of what passengers need to carry, assuming that it doesn’t involve anything larger than a golf bag. Because of the high liftover height, I wouldn’t want to try putting a bicycle in the trunk.

Base price on the model tested is $55,200, not including a $775 delivery charge.

Likes: Beautiful exterior in the tradition of classic Jaguar design. The XF is a quiet, elegant car with enough power and performance to satisfy driving enthusiasts.

Dislikes: Average fuel economy of nineteen miles-per-gallon is not particularly good for a vehicle this size.

Quick facts:

Make: Jaguar
Model: XF Premium Luxury
Year: 2009
Base price: $55,200
As tested: $55,975
Horsepower: 300 Hp @ 6000 rpm
Torque: 310 lbs.-ft. @ 4100 rpm
Zero-to-sixty: 6.2 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: No
Off-road: No
Towing: No
Fuel economy: 16/25 mpg city/highway

2008 Volvo C30

New compact hatchback may be the best Volvo ever.
By Nina Russin

Volvo C30

With the C30, Volvo has hit one out of the park. The automaker’s first compact hatchback combines the performance of a tuner car with European styling and world-class safety. It’s affordable to buy and with 23 mile-per-gallon fuel economy, affordable to drive as well.

The C30 has a large rear glass, creating a wide load-in space with a low lift-over height. A small person like myself can easily toss a bicycle in back. A lever on the outside of each rear seatback folds it flat to create a long, flat cargo floor.

Volvo’s first custom build program allows buyers to choose from a 440 paint and trim combinations. The $300 program fee adds an iPod input in the center console, and access to factory options not included in the standard build program.

A box that thinks out of the box

Hatchbacks are the wallflowers of the automotive world. Despite their popularity in the tuner culture, three-door cars still carry the stigma of ‘econobox.’

The C30 is a box that doesn’t look like a box. It has wide shoulders, big wheels, a swoopy front grille with wrap-around headlamps, and a bullet-shaped profile.

Inside, it feels like a sports car: four bucket seats, lots of glass area, high-tech instrument panel, and aluminum pedals. But unlike a sports car, the C30 holds the stuff we active types need to carry.

If the Sunday trail run turns ugly, there’s a standard first aid kit in the cargo area. Under the cargo floor, extra storage bins around the spare tire keep valuables and spare tools concealed.

Zero-to-sixty in six seconds

Horsepower makes a car look good on paper: torque makes it fun to drive. The inline five-cylinder engine in the C30 reaches peak torque, 236 foot-pounds, at 1800 rpm.

Both grades come standard with a six speed manual transmission, or an optional automatic. Zero-to-sixty acceleration with the manual is 6.2 seconds.

Though manual transmissions have their drawbacks traffic, the gearbox in the C30 is easy to live with. The clutch pedal is as light as any passenger car I’ve driven. Shifting is crisp and precise, with no noticeable gear lash. All of the gears have extremely wide range, to minimize shifting on crowded freeways.

The C30 is slightly wider and shorter than the S40 sedan that it shares components with. It’s 300 pounds lighter, enhancing overall performance and gas mileage.

The front-wheel drive chassis feels well balanced. I noticed little tendency to push in the corners. A fully independent suspension tuned for sport is standard on both grades, as is variable assist, rack-annd-pinion steering.

The upscale grade tested comes with eighteen-inch wheels and summer tires. Seventeen-inch rims are standard on the base model. Though temperatures in the southwest never get cold enough to require winter tires, buyers in northern states will want to buy a second set of rims and snow tires. The summer tires get too hard to produce adequate traction when temperatures dip below freezing.

Four-wheel disc brakes with four-channel antilock braking are standard on all models. Discs stop the car better on wet surfaces, and are much easier to service. Though I didn’t have a chance to drive the car in the rain, I found braking to be firm and linear

Visibility is good all the way around the car, with no obvious blind spots. Volvo’s rear park assist and blind spot information systems are available as options through the custom build program.

Scandinavian interior

Volvo excels at creating stylish, ergonomic interiors. The standard cloth seats in the C30 are attractive enough to be living room furniture. Although the manual seats have lack a lower lumbar adjustment, I found the lower back support more than adequate.

Cruise control settings and redundant audio controls on the steering wheel minimize driver distraction. Audio and temperature settings on the center stack are accessible from either front seating position.

The floating center stack, a design borrowed from the S40, creates a concealed story space for a purse or small pack. The glovebox is exceptionally deep: capable of holding magazines or small electronic devices. A covered bin below the center armrest contains a MP3 plug-in.

A Dolby surround-sound system is standard on the upscale grade, including a free six-month subscription to Sirius satellite radio.

Two cupholders in the floor console are big enough for water bottles. There are two, twelve-volt power points: in the floor console, and behind the center console. Both doors contain map pockets with molded bottle holders.

The three-door configuration makes second-row seats harder to access: front seats slide forward to widen the through-space. The car’s short wheelbase translates to limited legroom
for second-row passengers. I had to push the front seats forward to find a comfortable position. Head, hip and shoulder room should be adequate for most adults.

Spacious cargo area

Considering the car’s size, the cargo space is remarkably spacious. There’s enough room behind the second-row seats for groceries and other small items. It’s not necessary to remove the headrests when folding the seats flat: the C30 is bicycle-friendly. Four tie down loops secure large cargo.

Standard safety

The C30 incorporates safety features from Volvo’s XC90 sport-utility vehicle, and the S40 sedan. The transverse engine is six inches from the front bulkhead, to protect passengers in a frontal collision. Crash boxes at the front bumper protect the body from damage during a low-speed impact.

The front of the car is designed to minimize pedestrian and cyclist injuries, in the event of a collision. An energy-absorbing structure ahead of the front bumper minimizes leg injuries. The hood and front fenders are designed to deform, to minimize head injuries for accident victims outside the car.

The peripheral edges of the car absorb most of the crash energy, protecting passengers on the inside. Engineers used three grades of high-strength steel to direct crash forces around and below and cockpit.

In a rear-end collision, seatbacks and headrests move with the body, to minimize the possibility of whiplash. Seatbacks are reinforced to withstand high loads from unsecured items in the cargo area.

Volvo’s intelligent driver system minimizes distraction when traffic requires his full attention. Sensors monitor steering wheel movements and acceleration, automatically delaying warning lamps and other peripheral information.

Other standard safety features include front, side and side curtain airbags, automatic tailgate wiper, dynamic stability control and traction control.

The optional blind spot information system uses lights in the front pillars to warn drivers about vehicles in the C30’s blind spots. Rear park assist and bi-xenon headlamps are available through the custom build program.

The new C30 is built at Volvo’s Ghent, Belgium assembly plant.

Likes: A versatile compact hatchback that’s fun to drive, and incorporates Volvo’s world class safety technology.

Dislikes: Standard summer tires don’t provide adequate traction in winter weather.

Quick facts:

Make: Volvo
Model: C30 Version 2.0M
Year: 2008
Base price: $25,700
As tested: $27,950
Horsepower: 227 Hp @ 5000 rpm
Torque: 236 lbs.-ft. @ 1500 rpm
Zero-to-sixty: 6.2 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: Standard
Bicycle friendly: Yes
Off-road: No
Towing: No
Fuel economy: 19/28 mpg city/highway
Comments: Base price does not include a $745 destination charge.

Ten Easy Ways to Save at the Gas Pump

By Nina Russin

Associated Press: Hugh E. Gentry

New hybrids and clean diesel cars on the market are a great way for car buyers to stretch their gas dollars. But what about drivers who need to stay in their current vehicles? The following routine maintenance procedures will help any car or truck owner improve their overall fuel economy.

1. Check tire pressures at least once a week; more often if there are large temperature fluctuations. Under-inflated tires reduce fuel economy, and the tires will wear unevenly. If the car is running on original equipment tires, the owner’s manual should have recommended tire pressures. If not, look for a sticker on the driver’s side door sill, or inside the glove box.

Never inflate tires to the maximum pressures listed on the sidewalls. Most gas station air pumps have pressure gauges, but it’s a good idea to keep one in the car just in case.

2. Change the oil every three thousand miles. Oil lubricates the moving parts inside the engine. It becomes contaminated from air-born dirt entering the engine, and it also breaks down from engine heat. The owner’s manual will list the correct viscosity of oil to use. Some manufacturers recommend changing oil viscosity semi-annually, to adjust for seasonal temperature changes. Synthetic oil costs a little more, but it can make a big difference in high performance cars, where higher engine temperatures can cause oil to break down more quickly .

3. Check the air and fuel filters at every oil change. The purpose of the filters is to keep pollutants and particulates out of the engine. But if they become clogged, they restrict air and fuel flow into the engine, so it can’t run as efficiently. The car’s on-board computer can’t “see” dirt in the filters, so it won’t make adjustments to compensate. The same applies to the throttle body housing. An electronic sensor monitors throttle valve position, but it doesn’t look at dirt buildup around the valve. Have the throttle body housing inspected as part of a preventative maintenance tune-up, once every 30,000 miles.

4. Rotate the tires every other oil change, and have wheel alignment checked every 25,000 miles. Wheels and tires are like feet and running shoes: when they don’t track straight, they lose efficiency. Wheels out of alignment also cause premature wear on suspension parts, similar to the way overpronation can cause tendonitis. Rotating the tires every five to six thousand miles will extend tire life even further.

5. Have a preventative maintenance tune-up every thirty thousand miles. Today’s cars have fewer moving parts than older cars. Whereas semi-annual tune-ups used to consist of changing mechanical parts that wore out, today’s tune-ups monitor for performance problems. This includes base timing, engine compression, spark plug erosion, and dirt on the fuel injector tips, none of which are monitored by the car’s computer. While the car may run up to 100,000 miles without a tune-up, gas mileage will suffer. If the car is off warranty, look for a good independent shop where the technicians are ASE certified. ASE certification requires technicians to have several years of field experience, and be well versed in new automotive technology.

6. Replace the oxygen sensor every 60,000 miles. The oxygen sensor monitors the exhaust stream to help the computer determine the proper ratio of gasoline to air going into the engine. These sensors are potentiometers: they rarely fail completely, but they tend to get sluggish over time. When the sensor slows down, the on-board computer can’t respond as quickly to changes in engine load, impacting the car’s overall performance and hurting gas mileage.

7. Have the timing belt checked at 60,000 miles, and replace it if necessary. Over time, the cogs on the belt get rounded off, so the belt can shift when the engine advances and retards timing. Timing out of adjustment reduces gas mileage. If the timing belt breaks, be prepared to be stuck on the side of the road. In some cases a broken timing belt can cause the engine valves to play tag with the pistons: the result, a blown engine.

8. Service the air conditioner every couple of years on a newer car; annually on an older one. Believe it or not, using the air conditioner at highway speeds is more fuel efficient than driving with the windows down, because it reduces aerodymanic drag. Check a noisy compressor as well: if the bearings inside freeze up, it will wear out the compressor belt and put additional load on the engine.

9. Service the cooling system every two years: The term, “cooling system,” is deceptive, because the system also helps the engine to reach operating temperature in cold weather. The period before a car reaches operating temperature is called “open loop.” During those couple of minutes (or more on older cars) the computer doesn’t monitor the gasoline and air going into the engine. The longer it takes a car to reach operating temperature, the more fuel economy suffers. Antifreeze loses its cooling and lubricating properties over time, so it needs to be flushed out and refilled.

10. Wash your car regularly. Engineers spend hours in the wind tunnel trying to minimize a new vehicle’s coefficient of drag. They don’t test dirty cars, because dirt increases aerodymanic drag. Washing and waxing the car on a regular basis stretches gas mileage, and protects the paint from sun damage, road salt, and acid rain.

2008 Audi Q7 3.6 Premium

Sport-utility vehicle with sports car performance
By Nina Russin

2008 Audi Q7

I’ve never met an Audi that I didn’t like to drive. The German automaker is known for infusing its luxury cars with formula racing technology. It only makes sense that Audi’s sport-utility vehicle, the Q7, would have the same performance bias as its grand touring cars. 

Power comes from a 3.6-liter V6, or 4.2-liter V8, rated at 280 and 350 horsepower respectively. The Audi Q7 accelerates from zero-to-sixty in 7.1 seconds, when equipped with the V8 engine. The 3.6-liter V6 covers the distance in 8.2 seconds.

Standard quattro all-wheel drive gives the Q7 off-road capability. Normally, quattro maintains a rear bias, to prevent understeer when the driver corners. If one or more wheels begin to slip, quattro automatically transfers up to sixty-five percent of the power up front, or up to eighty-five percent to the rear.

The Q7 can ford water up to twenty-inches deep, and climb grades as steep as thirty-one degrees. I haven’t had the chance to drive the Q7 in these extreme conditions, but I have driven on the dirt road up Mount Palomar, outside San Diego. The car is as stable on loose rock and through deep ruts as it is on paved roads.

Ride and handling of a sport sedan

The test car is the 3.6 premium grade: the premium designation means that the car comes with three rows of seating, versus two on the base model. The S Line sport package upgrades  standard, eighteen-inch wheels to twenty-one inch rims with summer performance tires. Though the large wheels and low-profile tires limit the Q7’s off-road capability, they create a larger more stable footprint for high-speed driving.

The 3.6-liter engine is a bored-out version of the block currently used in the TT and A3. It’s mated to a six-speed automatic transmission with manual gear selection. The driver can shift, F1 style, using paddles on the back of the steering wheel, or with the floor-mounted shift lever.

The biggest challenge engineers face in designing sport-utility vehicles is inertia. Because of their weight, it’s difficult to make big trucks accelerate and stop as well as smaller cars. To accomplish this, the engine has a very wide torque band. It reaches peak torque at 2750 rpm: the upper end of highway cruising speeds.

Stopping power comes from four, very large rotors, with six pistons on the front discs and four in back.

An independent suspension with aluminum double wishbones gives the Q7 nimble handling. It can take decreasing radius turns at speed and remain perfectly flat: something that never fails to surprise other drivers in the vicinity.

Rack-and-pinion speed-sensitive steering provides more assist at low speeds, for maneuvering through crowded parking lots, or along twisting dirt roads. At highway speeds there is less assist, giving the car exceptional on-center feel.

Blind spot detection

Visibility is excellent all the way around the car, thanks to Audi’s optional side assist feature. The system uses radar detectors in the rear bumper to monitor vehicles moving into blind spots on either side. When the sensors detect a vehicle, they trigger yellow LED indicators in the side mirror housings.

Since the indicator lights are to the inside of the mirrors, they are only visible to the driver. If the driver signals to change lanes when the lights are on, they become brighter and start to flash.

Better visibility at night

The convenience option package includes bi-xenon front headlamps with adaptive lighting. When the driver corners, the lights use steering wheel input to sense the direction the vehicle is headed. A beam of light to the side of the car lights corners that would normally remain dark.

The adaptive lighting makes it much easier to see pedestrians and cyclists at intersections on poorly lit roads. As a runner and cyclist, I wish all new cars came with this technology.

The price of performance

As with all sport-utility vehicles, the Q7’s tall, two-box design gives it a relatively high coefficient of drag: .37 for the model tested. It’s also heavy: curb weight is 5126 pounds. Average fuel economy is 16 miles-per-gallon.

Because both the 3.6-liter V6 and 4.2-liter V8 are high-compression engines, they run best on premium fuel. With premium fuel in the Los Angeles area averaging $4.65 per gallon, a year’s worth of fuel costs $4,359 based on 15,000 miles of driving.

By including these figures, I’m not implying that the Audi Q7 is a bad car, or even a bad choice of car for buyers who need its versatility, and can afford to pay for it. But the price of operation is something all car buyers should consider carefully, no matter how big or small their budgets are.

Seating for seven

Inside, three rows of seating provide space for up to seven passengers. Head and legroom is extremely limited in the third row. There’s enough space for small children, but adults shouldn’t ride in back.

Seating in the first two rows provides plenty of room to stretch out. A convenience package adds two-position memory for the driver’s seat. Seats are easy to adjust, and all seats have adequate lower back support. Front seat heaters are standard.

All four doors have map pockets and bottle holders. There are also two large cupholders in the center console, and a 12-volt power point next to the shift lever.

Reading lamps illuminate the interior for the first two rows of passengers. Second-row passengers get a separate set of air vents and access to two, 12-volt power points, located in back of the center console.

The test car has the upgraded Bose surround sound system. Sirius satellite radio is now standard on all Q7 models. A display screen at the top of the center stack shows audio settings, and displays maps for the optional navigation system.

Audi’s multi media interface uses a mouse to integrate the car’s media controls. The mouse, located in the center console, is easy to use, and eliminates unnecessary clutter on the instrument panel.

Spacious cargo area

The second and third-row seats fold flat to extend the cargo floor. There isn’t much cargo space behind the third-row seats when they’re in place. Standard roof rails allow owners to store extra luggage up top.

Seats are easy to fold flat, using levers to the sides of the seat cushions. The Q7 easily meets our bike-friendly standards. The liftgate wraps around the back of the car. When open, it creates a wide pathway to the cargo area.

There are four tie-down hooks on the cargo floor to help secure large items. A small cubby to the left of the liftgate holds smaller items in place. There is a 12-volt power point on the right side of the cargo area.

Base price on the test car is $48,350, not including a $775 delivery charge. The new Q7 is available for test drives at Audi dealerships nationwide.

Likes: A full-sized sport-utility vehicle with the ride and handling of a sport sedan, and off-road capability. The optional side assist technology is a great safety feature for commuters.

Dislikes: The Q7 runs best on premium fuel, and gets relatively poor gas mileage, making it an expensive car to drive.

Quick facts:

Make: Audi
Model: Q7 3.6 Premium
Year: 2008
Base price: $48,350
As tested: $58,225
Horsepower: 280 Hp @ 6200 rpm
Torque: 266 lbs.-ft. @ 2750 rpm
Zero-to-sixty: 8.2 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Off-road: Yes
Towing: No
Fuel economy: 14/20 mpg city/highway

2008 Jaguar XKR Coupe

Supercharged leaper
By Nina Russin

Jaguar XKR Coupe

Of all the panthers in Jaguar’s den, the bullet-shaped XKR is its most alluring animal. The supercharged version of the XK coupe packs 420-horsepower inside an aluminum monocoque shell, atop twenty-inch rims with low-profile, Z-rated tires.

Jaguar’s most powerful leaper accelerates from zero-to-sixty in 4.9 seconds, with top speed electrically limited to 155 miles-per-hour. With styling that harkens back to the legendary E-type, the XKR stands out in any crowd as harmonic, kinetic sculpture.

Last summer, I had the opportunity to drive the XKR convertible; this spring, it was the coupe. Base price is $86,035. In addition to the optional twenty-inch wheels ($5000), the coupe has adaptive cruise control ($2200), aluminum weave interior finish ($2500), and a premium sound package ($1875). After a $665 delivery charge, MSRP comes to $98,275.

Power to the rear haunches

The supercharger boosts engine power by 120-horsepower over the naturally-aspirated XK, and adds about a third more torque. Despite its animal instincts, the Jaguar’s ride and handling have a fluidity more characteristic of grand tourers than club racers.

The aluminum monocoque on the current car replaces a steel body in the previous generation, significantly decreasing its curb weight while enhancing torsional stiffness. What that means to the driver is better steering response and on-center feel, especially at speed.

A six-speed automatic transmission with manual shift option closely matches gears to the car’s power output for better fuel economy. The driver can shift manually using the gear shift lever, or Formula 1 style, using paddles on back of the steering wheel.

Variable valve timing also boosts fuel economy, and minimizes toxic emissions. Despite the gas saving technology, the 4.2-liter engine is thirsty. Average fuel economy is about 18 miles per gallon.

Fun has its price. But for those who can afford it, the XKR is money well spent. Computer active technology suspension makes real time adjustments for the driver’s style and terrain. The driver chooses between comfort and sport modes, and the car does the rest.

Spring rates are stiffer than on the XK to keep the XKR flat in the corners. Engineers added a brace between the rear dampers to accommodate the stiffer springs. I’ve taken the XKR downhill fast on a decreasing radius turn, and felt completely in control all the way.

Speed-sensitive power steering makes it easy to maneuver through a parking lot at low speeds, and still have good steering feel on the highway. I had to play around with the side mirrors a little to get the position right, but once done, they did a good job of minimizing blind spots to the rear.

Fourteen-inch rotors in front and 12.8 discs in back make the Jaguar stop on a dime. Four-channel antilock braking, electronic brake force distribution and hydraulic brake assist are standard safety features.

Makes the daily commute an out-of-body experience

It’s hard to lose patience in traffic while fondling a leather, three spoke steering wheel. My first experience in the driver’s seat was at the height of Phoenix rush-hour, on the 101 freeway that runs north/south in the east valley.

The XKR’s low end torque comes in handy when making sudden lane changes. The four exhaust pipes emit an all-business growl during hard acceleration, that puts surrounding drivers on alert.

On highways awash with full-sized trucks, speed is a small car’s best friend. Being able to move out of the way of drivers who might or might not be able to see the low-profile coupe gave me an added measure of comfort.

At speed, the Jaguar’s light weight and enhanced torsional stiffness give it a nimble feel. Ride and handling are, like its namesake, cat-like. The Jaguar runs circles around slower, heavier cars on the road, and revels in its ability to do so.

Active front lighting, standard on all models, makes it easier to see on poorly lit roads. The lights follow the steering wheel movements, illuminating dark corners when the driver turns. Adaptive cruise control on the test car allows the driver to maintain a preset distance from the car in front. It’s a great feature on long trips, but not very practical in thick traffic, since other drivers will dive into any hole they can find.

Inside, luxury for two

While it’s technically a two-plus-two, there is no possible way for adults to sit in the back seats. Just to be sure, I tried it myself. The front seatbelt is routed through an anchor on the driver’s seatback: to get in back I had to climb under the belt, and over the large rear wheel arch.

Once inside, I was unable to keep my feet on the floor with the front seatback in place. Because of the low roofline, there was no headroom either. My only option was to curl up in a fetal position: an uncomfortable posture that makes it impossible to secure the three-point seatbelt. I’d recommend using the rear seats is as a storage shelf, or for a very small animal.

Up front, both driver and passenger ride in luxury, with ten-way adjustable power seats. The  car can store several seat, steering wheel and outside mirror configurations in the its memory, so multiple family members can share driving pleasures. There is a separate set of memory controls for the front passenger.

The test car has available aluminum weave veneer, similar to the design on the 2006 show car. It contrasts nicely with the white leather trim to give the interior an upscale, modern look.

The Alpine six-speaker audio system produces perfectly balanced sound throughout the cockpit. Redundant volume controls on the steering wheel allow the driver to make changes with a minimum of distraction.

All models come standard with Sirius satellite radio and Bluetooth connectivity, which integrates mobile phones for hands-free use. A DVD-based navigation system is standard on all models.

While storage areas in the passenger cabin are adequate for daily commuting, athletes will probably want larger cupholders, and more storage capacity. There are only two cupholders, located under the armrest next to the center console bin. The armrest slides fore and aft to expose the cupholders. The cigarette lighter also serves as a the car’s only twelve-volt power point.

An electronic brake release is located on one side of the shift lever. The ignition start/stop button is also on the floor console, opposite an on/off switch for the dynamic stability control. There are small map pockets in the doors, and the glove box is big enough to hold a few items in addition to the owner’s manual and registration papers. Both front seatbacks also have map pockets.

While the cargo bay is too small to hold a bicycle, it is much larger than the trunk on the convertible. I had no problem loading large cartons and duffle bags inside. An undersized spare tire is stowed, with the jack, in a compartment under the cargo floor.

Standard safety

Standard safety features include front and side airbags, rollover and whiplash protection, electronic stability program, antilock brakes, traction control and an available first aid kit. Side curtain airbags are not available.

While it isn’t a car for everyone, I can’t imagine any driving enthusiast turning down the opportunity to get behind the wheel of a Jaguar XKR. In addition to its outstanding ride and handling, the coupe’s quiet, luxurious cabin makes it a comfortable car to take on a road trip. The XKR has the power and performance to be a formidable contender on the track, and the sophistication to be equally adept at the daily commute.

Likes: The XKR is an outstanding performer that is extremely easy to drive, thanks to its refined drivetrain, and active safety features such as dynamic stability control, antilock brakes, adaptive cruise control and active front lighting. The coupe’s design, inspired by the legendary E-type, makes the XKR an instant classic.

Dislikes: Rear seats are useless, except as a way to lower insurance costs. Active adults will feel limited by the small cargo area, small cupholders, lack of power points, and limited storage options within the passenger compartment.

Quick facts:

Make: Jaguar
Model: XKR coupe
Year: 2008
Base price: $86,035
As tested: $98,275
Horsepower: 420 Hp @ 6000 rpm
Torque: 413 lbs.-ft. @ 4000 rpm
Zero-to-sixty: 4.9 seconds
Antilock brakes: Standard
Side curtain airbags: Not available
First aid kit: Optional
Bicycle friendly: No
Off-road: No
Towing: No
Fuel economy: 15/23 mpg city/highway
Comments: Base price does not include a $665 destination charge.

2008 Audi A5 Coupe

Style meets performance in Audi’s newest luxury coupe.
By Nina Russin

2008 Audi A5

Last year Audi rolled out two luxury sports coupes loosely based on the 2003 Nuvolari quattro concept. Both the A5 and S5 ride on the same chassis, but the A5 comes with a 3.2-liter, 265-horsepower V6, versus a 354 horsepower V8 in the S5. A turbo-diesel version of the A5 is available in Europe.

Though the A5’s zero-to-sixty acceleration is a second slower than its sportier sib, six seconds is nothing to sneeze at. The A5 also gets better gas mileage: about 21 miles-per-gallon on average. Since both engines require premium fuel, the difference in fuel economy has a big impact on cost of operation.

A six-speed automatic transmission with manual gear selection is standard, as is Audi’s quattro all-wheel drive. Under normal driving conditions, quattro maintains a 40/60 front-to-rear weight balance. On wet or uneven roads, the system automatically transfers engine power to the wheel or wheels with the best traction.

Base price on the test car is $41,200. Options and a $775 delivery charge bring the MSRP up to just over $50,000. Options include nineteen-inch wheels with a sport suspension, sport tires, sport seats, and special badging ($2900), GPS navigation ($2390), bi-xenon headlamps, auto-dimming mirrors, and heated front seats with position memory ($1850), rearview parking camera, adaptive headlamps, and advanced key ($1700).

Head-turning exterior

Though black paint is never my first choice in the middle of a Phoenix summer, I have to admit that the A5 is quite a looker. Proportions borrowed from the Nuvolari concept give the A5 a unique profile that can’t fail to turn heads. A large sweeping arc dominates the side view: the car’s long hood and short rear end allowed engineers to optimize front-to-rear weight balance and handling.

Up front, wide, horizontal headlamps frame a trapezoidal grille, with large air inlets in the bottom corners. Wide taillamps in back give the car a wide, planted stance, like and animal about to pounce.

Driver-focused interior

Audis are very much driver’s cars: the interior integrates elements from the automaker’s race cars into a high-luxury environment. Paddles on the back of the steering wheel allow the driver to shift F1 style. Redundant audio controls on the wheel can vary audio volume or change programming.

The driver can also shift conventionally, using a lever on the floor console. An electronic parking brake control next to the gear shift eliminates a heavier, space consuming mechanical brake.

A memory function that comes with the premium option package allows up to two drivers to store seat and mirror positions. The same option package adds front seat heaters, and automatic dimming and folding side mirrors.

The standard smart key stores information about the car’s electrical system, which technicians can use when the car goes into the dealership for service. An advanced key option on the test car adds keyless access to the car and keyless start.

Audi’s MMI system operates similar to a personal computer: it integrates media and navigation controls into a single mouse. A screen at the top of the center stack displays audio settings, navigation maps, and a wide angle camera view to the rear of the car when the driver shifts into reverse.

Lines superimposed over the camera image show the direction the vehicle will move in, based on wheel position. Using the system, the driver can back into a tight parking spot without having to look back or use the rearview mirrors.

The standard audio system includes an in-dash 6 disc CD changer and Sirius satellite radio. The ten-speaker surround-sound system is comparable in quality to a high-end home system. Other standard comfort features include dual-zone climate control, and a sunroof with sunshade.

There is one twelve volt powerpoint: the cigarette lighter.

Both rows of seats have enough cup and bottle holders: there are two cupholders in the floor console, two next to the middle pillar for rear passengers, and bottle holders in the doors. Reading lamps and climate controls are also designed to accommodate four passengers.

Unfortunately, the back seats are extremely difficult to climb in and out of. Though head and shoulder room are adequate, legroom is scarce. 

Unique driving experience

Engineers made extensive use of lightweight construction materials to keep the A5 nimble: its light weight and high torsional rigidity make for an exhilarating driving experience.

Fuel injectors deliver fuel directly into the engine cylinders rather than outside the valves, for faster throttle response. Variable valve timing allows the engine to shift between two sets of cams: a high profile one for aggressive driving, and a low profile cam to maximize fuel economy while cruising.

Steering feedback from the rack-and-pinion system is exceptional. There is plenty of assist at slower speeds for maneuvering through crowded parking lots. At high speeds, on-center feel is excellent. It’s easy to weave through high-speed traffic, and swerve out of the way of potential accidents.

The sport suspension and larger wheels keep the car extremely flat in the corners. I was able to take a decreasing radius turn on a cloverleaf at over seventy miles-per-hour: the car remained completely stable and in control.

Spacious cargo area

The A5 has a deep, wide trunk. Levers near the trunk opening release the rear seats. They fold completely flat without removing the headrests to extend the cargo floor. I didn’t try putting a bike in the trunk, though it’s probably possible. The high liftover height would make loading a bike inside difficult. A roof rack or rear mounted hitch would be a better option.

Standard safety

Though the A5 has not yet gone through NHTSA’s crash test program, it is well equipped with active and passive safety features, including front, knee, side and side curtain airbags. All models come with electronic stabilization program, antilock brakes, and a tire pressure monitoring system.

The technology option package adds adaptive headlights, that automatically light corners of the road according to steering wheel position. I can’t say enough good things about this feature. I find it useful in rural areas where two-lane roads are narrow and poorly lit, and on suburban side streets which can also be dark, making it hard to see pedestrians and cyclists at intersections.

The A5 is produced at Audi’s Ingolstadt, Germany assembly plant

Likes: A perfectly balanced sport coupe with exceptional ride, handling and steering response.

Dislikes: Back seats are hard to get in and out of, and lack legroom.

Quick facts:

Make: Audi
Model: A5 Coupe 3.2 quattro AT6
Year: 2008
Base price: $41,200
As tested: $50,815
Horsepower: 265 Hp @ 6500 rpm
Torque: 243 lbs.-ft. @ 3250 rpm
Zero-to-sixty: 5.9 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: No
Towing: No
Off-road: No
Fuel economy: 18/27 mpg city/highway
Comments: Base price does not include a $775 delivery charge.

2008 Dodge Challenger SRT8

Iconic muscle car goes modern
By Nina Russin

2008 Dodge Challenger SRT8

The new Dodge Challenger isn’t a car for everyone, nor is it meant to be. The high-performance coupe, based on the 1970 muscle car, is a tribute to the era when a car was only as good as its last quarter mile time.

SRT is Dodge’s street legal racing team: the group produces halo cars like the Viper and performance versions of high-volume production cars. SRT also oversees Dodge’s motorsports program.

Typically, SRT models roll out after the base production car, but not so with the Challenger. Introducing the SRT grade first speaks to the Challenger’s performance heritage. The Challenger SRT8 is a 2008 model, followed by the high-volume grades in 2009.

Dodge received four thousand orders for the SRT Challenger on the first day of availability: over eleven thousand to date. A few cars will be available at dealerships for walk-in sales.

Big engine, big wheels, big brakes

The SRT Challenger comes as a monospec package with three options: a power sunroof, MyGIG downloadable hard drive with navigation software, and Goodyear F1 performance tires.

The engine is a 6.1-liter hemi V8 rated at 425 horsepower with 420 foot-pounds of torque. The Challenger rides on twenty inch wheels, with Brembo four-piston brakes. Bilstein monotube shocks keep the car flat in the corners. There is one transmission: a five-speed automatic transmission with autostick.

Zero-to-sixty is 4.9 second; zero-to- a hundred, 11.5. The Challenger stops in 110 feet, and pulls .88 g on the skid pad. Top speed is 170 miles-per-hour.

Fuel economy is crap: about fifteen miles-per-gallon. The high-compression engine runs best on premium fuel, making the Challenger an expensive car to drive.

Retro exterior

The Challenger chassis is based on the current Charger, but with a shortened wheelbase.
The test car is bright silver: one of three available exteriors. All come with bumble bee stripes: a tribute to the car’s namesake.

The front of the car looks very much like the 1970 model, but with a body color bumper in place of chrome. Head designer, Jeff Gale, maintained the wide grille with set-in headlamps. The front air dam and side bevels are products of wind tunnel tests: they enhance the car’s aerodynamics.

In back, tail lamps run the width of the car, with the reverse lamp in the middle. The spoiler is a Trans Am design from the 1970s.

The car’s profile is very similar to the original Challenger, down to the chrome gas cap on the driver’s side.

High-tech amenities

Inside, the Challenger is more modern than retro, with all the high-tech gizmos twenty-first century buyers look for. Perforated ultra-suede seats with large side bolsters keep the driver and front passenger in place on the track. The driver’s seat has power adjustments: the front passenger seat is manual.

A performance page feature in the gauge cluster lets the driver record and store stats from the track. The MyGIG multimedia system on the test car downloads tunes and photos into a hard drive: it also adds a GPS navigation system.

There are plenty of bins and cubbies around the first row for storing small electronic devices and CDs. The glovebox is big enough to hold more than standard car documents. The floor console has two large cupholders in back of the gate shifter, but there are no bottle holders in the doors.

The optional power moonroof is almost a necessity in the Challenger as a source of ambient light. Proud as the designers are of the dark interior, it feels very claustrophobic without the moonroof open.

Though the Challenger is sold as a five passenger car, I had difficulty climbing in back. Kids might be comfortable in the second-row seats, but most adults will feel cramped. Rear passengers get a couple amenities: separate air vents, and a fold-down armrest in the center position with cupholders.

The best use of the rear seats is to fold them flat, to extend the cargo floor. Straps on the seatbacks make that easy to do. There is enough room with the rear seats folded flat to put a bike in back, though the lift-over height makes it rather difficult.

The simple joy of wide open throttle

Driving fast is highly underrated. Going fast is something that the Challenger SRT8  is very good at. Engine power finds its way to the wheels in a linear fashion. In other words, what the engine puts out, the tires hook up.

The classic muscle cars were good at one thing: they could go very fast in a straight line and, given enough distance, stop. Four decades of steering, suspension and tire technology have taken the muscle car concept to a whole new level.

My husband and I took the Challenger on a short road trip, from Phoenix to Tucson at the end of June. The drive down the ten freeway is normally as interesting as watching paint dry, but not so this time. The Challenger’s throaty exhaust and flashy exterior attracted plenty of attention: most of it positive.

Standard electronic stability program manages the car’s power on uneven and wet roads. The original Challenger would have shimmied all over the road in a construction zone north of Tucson: the new model handled the bumpy, unpaved surfaces with aplomb. The Challenger SRT8 stops on a dime, has excellent steering response, and stays flat as a level pancake in the corners.

Visibility is good to the front, but there are large blind spots in the rear of the car due to the thick back pillar. The idea behind the rear pillar is to make the new car look like the ‘70 Challenger hard top. Personally, I’d rather be able to see what’s coming when I back out of a parking space.

Like its namesake, the Challenger is strictly a road car. Its low ground clearance, large wheels and low profile tires make it a poor candidate for off-roading. Towing is not recommended.

As toys go, the Challenger SRT8 is a fairly expensive one. Base price is $37,320. Options and delivery charges on the test car bring the MSRP to just under $40,000.

Dodge produces the Challenger at its assembly plant in Brampton, Ontario, Canada.

Likes: A tribute to the classic muscle car that takes power and performance to a whole new level. The Challenger SRT8 looks fast, is fast, and is tremendously fun to drive.

Dislikes: Second-row seats are extremely difficult to enter and exit. Black headliner makes the interior very dark, especially without the moonroof.

Quick facts:

Make: Dodge
Model: Challenger SRT8
Year: 2008
Base price: $37,320
As tested: $39,885
Horsepower: 425 Hp @ 6200 rpm
Torque: 420 lbs.-ft. @ 4800 rpm
Zero-to-sixty: 4.9 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: Not available
Bicycle friendly: Yes
Towing: No
Off-road: No
Fuel economy: 13/18 mpg city/highway