2008 Saab 9-3 Turbo X SportCombi

Updated sport wagon features available all-wheel drive
By Nina Russin

2008 Saab 9-3 SportCombi

Three years ago, the Saab 9-3 SportCombi won our Active Lifestyle Vehicle award in the best value, on-road category. Athletes who test drove the Saab loved its sporty performance and ergonomic interior. Despite its small footprint, they were able to slip a road bike in back without removing either of the wheels.

Recently, I had the opportunity to take a new 9-3 SportCombi Aero on a road trip to California’s central valley. The twelve-hundred mile route included a combination of urban freeways around Los Angeles, and winding two-lane roads through the mountains near Sequoia National Park.

A late summer heat wave drove temperatures in the California desert over a hundred ten degrees, testing the car’s cooling and air conditioning systems. I also compared my average fuel economy with the EPA’s twenty-six mile-per-gallon estimate.

Turbocharging and all-wheel drive enhance performance

The upscale Aero grade comes with a turbocharged six-cylinder engine rated at 255 horsepower and a six-speed manual gearbox. Intelligent all-wheel drive is standard, improving traction on slippery roads.

Eighteen-inch wheels with low-profile Pirelli tires are great for driving at speed, but not well suited for dirt roads where rocks and roots could bend the rims. An aggressive chin spoiler that seems to get hung up on every driveway would not survive long in the wilderness.

Temperature changes of up to fifty degrees each day of the trip put the standard tire pressure monitoring system to the test: tires frequently fell below recommended inflation levels in the cooler morning air.

The turbocharged six-cylinder engine has exceptional low end torque. For those readers not familiar with how turbocharging works, blowers driven off the exhaust stream enhance power by improving airflow through the engine.

In the past, turbocharging got a bad rep for coking oil and reducing engine life. But modern turbochargers have more progressive boost patterns and better lubrication systems. Engineers have also eliminated the turbo-lag, that made for uneven acceleration.

Big overdrive gears on the six-speed automatic transmission allowed me to maximize fuel economy on deserted stretches of highway between Phoenix and Los Angeles. By keeping the car in sixth gear and making liberal use of cruise control, I was able to average about twenty-five miles-per-gallon.

Overdrive gears on manual transmissions can be anemic, but they’re not on the Saab. Because the turbocharger enhances the car’s low end torque, it’s possible to drive in sixth gear and maintain plenty of power for hills and passing. In fact, I was able to use the gear in most of the drive through the Angeles Crest mountains, while maintaining speeds of about eighty miles-per-hour.

Chassis tuned for performance

Driving the freeways in and around Los Angeles inevitably brings out the Mr. Hyde in me. It’s hard not to drive aggressively when surrounded by six lanes of traffic on a mission. The fact that I tend to forget which ramps exit to the left or right doesn’t help.

Fortunately, the 9-3 SportCombi makes quick lane changes easy. The rack-and-pinion steering has a very positive feel at speed, and the sport-tuned independent suspension makes it all but impossible to break the wheels loose in a turn.

Standard electronic stability program modifies wheel speed to prevent the driver from losing control due to excessive yaw. Standard four-wheel disc brakes with four-channel antilock braking help the sport wagon stop in linear fashion on a variety of road surfaces.

Better night vision

Xenon cornering headlamps, standard on the Aero grade, adjust horizontally in conjunction with the steering to improve visibility. A winding stretch of road near Three Rivers, California allowed me to put the feature to the test.

Three Rivers, which is a couple miles east of the Sequoia National Forest, was the site of the wedding my husband and I were attending. At night, the two-lane road between Three Rivers and the nearby town of Visalia is dark and treacherous. The mountains provide plenty of blind corners and decreasing radius turns.

Not wanting to blind drivers in the oncoming lane with high beams, I used the low beams for much of the drive. The headlamps provided a long and wide enough beam to safely negotiate the road while maintaining speeds of between fifty-five and sixty-five miles-per-hour.

The intelligent all-wheel drive system automatically transfers torque to the wheels with the best traction. In combination with the low-profile tires, gives the SportCombi an especially stable footprint. Saab’s “reaxs” system adjusts the caster of the rear wheels to enhance rear axle stability.

Good stalks, bad stalks

When automakers first came up with the idea of using stalks off the steering wheel to combine a variety of accessories, it was an improvement over the myriad of buttons and knobs they replaced. Since then, new and better ways of doing the same thing have emerged: controls that mimic the function of a computer mouse, and better controls on the steering wheel itself are two examples.

Though I usually like the way Saab designs driver controls, the stalks on the 9-3 are a big disappointment. The cruise control actuators are combined with the turn signals on one stalk. Every time I accelerated or decelerated using the cruise control, I mistakenly flashed the turn signals as well.

A second stalk that controls the front and rear windshield wipers is equally frustrating: not at all intuitive, and hard to use properly without taking one’s eyes off the road. I know that Saab has featured computer-style controls on some of its concept cars. I’d love to see something along those lines replace the outdated stalks on the 9-3.

Ergonomic interior

With the exception of the steering wheel stalks, the SportCombi’s interior lives up to Saab’s people-friendly reputation. Simple knobs on the vents make them easy to adjust: dual-zone climate controls keep both the driver and front passenger comfortable.

Eight-way power seats, standard on the Aero, are easy to adjust, and provide excellent lower lumbar control. As a runner whose had more than her share of back problems, any car I can sit comfortably in for five or six hours earns my respect.

Redundant steering wheel controls allow the driver to adjust the standard satellite radio and other audio functions with a minimum of distraction. Audio and HVAC controls on the center stack are easy to reach from either front seating position.

The rear seats have plenty of legroom for two adults: the center console makes the middle rear position a little cramped. The rear seats fold flat to create an even longer cargo floor that easily meets our bicycle-friendly standards.

An airplane-shaped handle lifts up the cargo floor to reveal a small storage area underneath. The SportCombi’s low liftover height makes it easy to load large items in back.

Standard safety

The 9-3 SportCombi comes standard with front, side and side curtain airbags, and active head restraints. A cold weather package on the test car adds high pressure headlamp washers: a boon for drivers in snowy climates.

Base price on the Aero grade is $42,565, not including a $745 delivery charge. The cold weather package and a touring package that adds rear park assist, driver’s seat memory and an automatic dimming rear-view mirror with compass adds $1445 to the sticker price.

Saab builds the 9-3 SportCombi at its assembly plant in Trollhattan, Sweden.

Likes: Outstanding performance makes Saab’s versatile wagon as much fun to drive as a sport sedan. Standard all-wheel drive improves traction on wet roads, while the sport-tuned suspension keeps the wheels glued to the ground in the corners. A large cargo bay with a low liftover height makes the SportCombi a great choice for active buyers.

Dislikes: Stalks on the steering wheel are poorly designed and hard to use.

Quick facts:

Make: Saab
Model: 9-3 Turbo X SportCombi
Year: 2008
Base price: $42,565
As tested: $44,755
Horsepower: 255 Hp @ 5500 rpm
Torque: 258 lbs.-ft. @ 2000 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Towing: No
Off-road: No
Fuel economy: 16/26 mpg city/highway

2009 Ford Flex Limited AWD

Ford’s newest crossover may be one of the best active lifestyle vehicles on the market.

By Nina Russin

Of the numerous vehicles marketed towards active lifestyles, a handful actually deliver. The six-passenger Ford Flex has all the attributes to make the short list: configurable interior, towing up to 4500 pounds, moderate off-road capability, GPS, and multiple power points.

2009 Ford Flex

An optional vista roof adds glass panels above all three rows of seating to bring ambient light and additional fresh air inside. A reverse camera backup system projects a wide angle view behind the car on the navigation screen, eliminating blind spots below the driver’s sight line.

Ford’s capless fuel filler eliminates a piece of hardware that’s easily lost, and provides a better seal against evaporative emissions.

Sirius travel link provides real-time traffic updates and coast-to-coast weather: a boon for commuters and frequent travelers.

Stand-out styling

The Flex has a different profile than most crossover vehicles: it’s boxier, with more glass area and two-tone paint. The styling has a similar retro flavor to the Toyota FJ Cruiser.

This isn’t a complete surprise since Jim Farley, who launched the FJ Cruiser for Toyota, is now the vice president of marketing and communications for Ford.

When Farley introduced the FJ Cruiser, he described the sport-utility vehicle as a ‘cool toolbox.’ What could be better suited for active lifestyles than a toolbox on wheels? Coincidentally, Farley happens to be a competitive triathlete.

The Ford Flex is also a cool toolbox, with a larger interior than the Cruiser. The second and third-row seats fold flat, producing a cargo floor long enough to hold two bicycles with the front wheels in place.

Plenty of power for the open road

The test car is the upscale Limited grade with all-wheel drive. Power comes from a 262-horsepower V6 engine and six-speed automatic transmission. Though Ford doesn’t list zero-to-sixty acceleration figures, the Flex has plenty of power in the critical twenty-to-fifty range. Merging into high-speed traffic is a non-issue.

Unlike some six-speed automatics, there is no manual gear select option for the Flex. The gearshift has the traditional low gear settings for reducing engine speed on steep descents.

Fuel economy for the all-wheel drive model is slightly poorer than the front-wheel drive Flex: about 22 miles-per-gallon on the highway. Fortunately, the Flex runs on 87 octane gas.

Peak torque, 248 foot-pounds, comes on a 4500 rpm. The Flex’s long, flat torque curve makes it well suited for hauling heavy loads and towing.

Despite its relatively long wheelbase and wide track, the Flex handles much like a passenger car. A fully independent four-wheel suspension gives the car a compliant ride, while stabilizer bars front and rear keep it flat in the corners.

The Limited grade comes standard with nineteen inch wheels, which dress up the exterior and give the car better traction. Standard four-wheel disc brakes with four-channel antilock braking stop the car in a firm, linear fashion.

Large side view mirrors improve visibility in traffic. Despite their size, the mirrors don’t obstruct the driver’s forward vision when cornering. Large windows and narrow pillars minimize blind spots to the rear of the car.

Power rack-and-pinion steering has plenty of assist for maneuvering around parking lots, while providing a good on-center feel at speed. I took a couple of cloverleaf turns hard: the wheels stayed glued to the ground.

The all-wheel drive system uses wheel sensors to detect losses in traction. It can send up to a hundred percent of the engine’s power to either axle, depending on driving conditions. The system can also transfer torque from side to side.

All grades come with standard traction and roll-stability control. Ford’s safety canopy keeps the side airbags inflated longer to protect occupants in the event of a rollover. The airbags are tethered to the sides of the car to prevent passengers from hitting glass or metal around the passenger compartment.

Flexible interior

One thing I like about the Flex is that people riding in back are as comfortable as those in the first row. Second-row passengers get a separate set of heating and air conditioning controls, have ample head, shoulder and legroom.

The second-row center console has an optional refrigerated bin: it can cool up to seven, twelve-ounce cans or two, twenty-ounce bottles down to 41 degrees.

A driver’s seat with two-position memory and adjustable pedals allows multiple family members to share the car. The steering wheel tilts to accommodate drivers of different sizes, and has redundant audio controls to minimize driver distraction.

Heated front seats and leather trim are standard on the Limited grade. I found both first and second-row seats to have plenty of lower back support.

Buttons on the C pillars tumble the second row seats forward to ease access to the back row. The rear wheel arches always affect third-row access, but the Flex is about as good as it gets.

All four doors have map pockets and bottle holders. First and second-row passengers have access to cupholders in the floor and center consoles. Cupholders and small storage bins are located outboard of the third-row seats.

Dual zone climate controls ensure that both front passengers can find a comfortable temperature. A moonroof on the front-row brings additional fresh air into the back of the car.
Four ceiling vents improve air circulation in the back of the vehicle.

A large center console bin up front contains a 12-volt powerpoint, change holder and MP3 plug-in. There are additional 12-volt outlets in back of the bin for second-row passengers, and to the right of the liftgate in the cargo area. A 110-volt inverter in back of the front console bin allows passengers to plug in a computer.

A shelf in front of the console bin holds a cell phone or PDA. The glovebox is average size: big enough for the owner’s manuals and insurance documents, but not much else.

Easy to enter, easy to load

Ford’s keypad entry system allows passengers to unlock the car using a numeric code in lieu of a key. It’s a great feature at a trailhead, where passengers may be coming back to the car at different times.

A power liftgate opens using a button on the remote fob. Straps on the third row seatbacks fold them flat and tumble the seats into the floor. The headrests have to be down to tumble the seats, but it’s an easy operation taking under a minute.

A cargo net holds smaller items in place. There are also a couple of storage bins on the sides of the cargo area.

The Flex has a low liftover, which is especially noticeable loading large items in back. My road bike is fairly light; the mountain bike is not. The low liftover makes it pretty easy to load my
thirty-pound rock crawler in the Flex’s cargo bay.

Standard safety

All models come with front, side and side curtain airbags, antilock brakes, traction control, and a tire pressure monitoring system.

Ford build the Flex at its Oakville assembly plant in Ontario Canada. The 2009 Ford Flex is on sale now.

Likes: A six-passenger crossover that’s ideal for active lifestyles with a long flat cargo floor, towing and moderate off-road capability. The optional refrigeration unit and panoramic vista roof should appeal to buyers who like spending time outdoors.

Dislikes: Base price of $36,555 puts the Flex out of reach for some of its target audience.

Quick facts

Make: Ford
Model: Flex Limited AWD
Year: 2009
Base price: $36,555
As tested: $43,250
Horsepower: 262 Hp @ 6250 rpm
Torque: 248 lbs.-ft. @ 4500 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Off-road: Yes on models with all-wheel drive.
Towing: Yes
Fuel economy: 16/22 mpg city/highway
Comments: Base price does not include a $700 delivery charge.

2008 Hummer H3 SUV Alpha

Hummer’s smallest sport-utility vehicle gets an extra shot of power.
By Nina Russin

2008 Hummer H3 Alpha

I’m Hummering this week, in the H3 Alpha: a high-performance version of the brand’s smallest platform. The H3 combines the off-road capability Hummer is known for with a smaller footprint that’s easier to live with in the real world. It fits easily in a standard garage, and while average fuel economy of fourteen miles-per-gallon is nothing stellar, it’s considerably better than for the larger H1 and H2.

The Alpha grade replaces the H3’s standard 3.7-liter inline five-cylinder engine with a 5.3-liter pushrod V8. In the world of engine builders, there are overhead cam guys and pushrod guys. General Motors has traditionally been of the pushrod camp: I’m glad to see the Alpha’s 300-horsepower block follow in this tradition.

Pushrod engines tend to rev lower, which can have benefits on a vehicle like the H3. The block has a relatively low compression ratio, allowing it to run just fine on 87 octane fuel. The slower revving, low compression combination makes for good long-term durability, especially in a vehicle designed to go off-road and haul big loads.

While some car aficionados consider pushrod engines to be “old school,” there’s nothing old fashioned about the Alpha powerplant. An aluminum block and cylinder heads minimize engine weight, and optimize the powertrain’s front-to-rear weight balance.

Engineers mated the V8 to a 4L60 Hydramatic transmission: a longitudinal four-speed automatic that’s especially good for towing. An independent front suspension gives the Hummer a compliant ride, while a leaf-spring rear end keeps the truck more stable when a trailer is attached.

Refined on-road performance

Its smaller footprint is just one of the reasons that the H3 is the best Hummer choice for city dwellers. The powertrain, steering and suspension have much more of a passenger car feel. In order to maximize ground clearance, the Hummer sits taller than the average sport-utility vehicle.

But unlike the larger H1 and H2, the H3 has a relatively low step-in height. As a five-foot, six-inch tall woman, I found it easy to slide into the driver’s seat, sans running boards. The tall wheels make for a higher liftover height in back, but most people should find the rear cargo area easy to load in.

Curb weight is just over 5000 pounds. That, combined with the H3’s high profile, two box design means that the engine must work harder to accelerate from a stop. The 5.3-liter engine has sixty horsepower and eighty foot-pounds of torque more than the smaller block.

The extra power makes it easy to merge into high-speed traffic, and weave around slower vehicles during rush hour. A throaty exhaust note is a nice touch, reminding the driver that this alpha male is all business.

A thirty-seven foot turning radius makes it easy to maneuver the baby Hummer into the average parking spot. Power rack-and-pinion steering has a positive on-center feel at speed.

A small back window creates some large blind spots to the rear of the car. An optional rearview camera, not on the test car, is a good idea for drivers who need to back into small parking spots, and especially for parents. The high rear sightline makes it almost impossible to see small children who might be playing in back of the truck

Standard four-wheel discs with four-channel antilock brakes stop the truck in a firm, linear fashion. Sixteen-inch chrome wheels on the test car are equipped with optional Bridgestone on/off-road radials. The tires have bigger void areas to give the Hummer better off-road traction. Surprisingly, road noise is no greater than for the average four-season on-road radial.

Serious off-road performance

People who own Hummers owe it to themselves and their trucks to take the vehicles off-road, because that is where they excel. The H3 can Ford up to two feet of water at slow speeds without contaminating the engine compartment, and crawl up a sixty degree grade.

For those who haven’t tried it, driving up a hill that steep is an act of faith. All the driver can see is sky: he has to trust that the vehicle will do its job, and the spotter at the top will help him avoid any obstacles over the crest.

Nine inches of ground clearance protects the chassis against most rocks and roots on the trail, but the H3 has underbody cladding to protect sensitive components just in case. Approach and departure angles are substantial, so the front and rear bumper don’t hang up when the H3 goes on or off of a steep hill.

The off-road suspension package on the test truck adds specially tuned shocks and a full-locking rear differential to provide extra traction on challenging trails and through sand. Full-time four-wheel drive sends traction to the wheels with the greatest grip, so the driver can maintain directional control when one or more wheels is off the ground.

A electronic transfer case provides extremely low gearing, so the truck can crawl over challenging terrain. Front and rear recovery hooks allow Hummer drivers to rescue other vehicles that might be stuck, or to be rescued in the very unlikely event that they find a hole too big for the Hummer to crawl out of.

Inside, all the comforts of home.

The H3 Alpha comes standard with leather trim and heated, power front seats with adjustable lumbar. All models are Bluetooth compatible. An AM/FM radio with six-disc in-dash CD includes standard XM satellite radio. Satellite radio is a feature I can’t say enough good things about, especially for those who take long road trips.

Both the driver and front passenger should find it easy to reach audio and HVAC controls in the center stack. The doors have map pockets but not bottle holders. Cupholders in the floor console are large enough for water bottles.

Two 12-volt powerpoints allow the driver and front passenger to recharge electronic devices on the go. An optional power sunroof brings extra ambient light inside the rather dark black interior.

The rear seats fold flat to create a cargo floor large enough to slide a bike in. Since the cargo area isn’t especially tall, buyers who plan to carry more than one bike on a regular basis should plan to install a roof rack.

Standard safety

All models come with four-channel antilock brakes, stability control, front and head curtain side airbags. Standard OnStar automatically notifies police and emergency medical personnel if the airbags deploy.

Base price on the H3 Alpha is $38,645, not including a $615 destination charge. General Motors produces the H3 at its Shreveport, Louisiana assembly plant.

Likes: V-8 engine offers exceptional power and performance, giving the H3 car-like ride and handling. Like all Hummers, the H3 has exceptional off-road capability. Towing up to 6000 pounds exceeds our ALV minimum standards.

Dislike: Small rear window creates large blind spots to the back of the truck.

Quick facts:

Make: Hummer
Model: H3 Alpha
Year: 2008
Base price: $38,645
As tested: $42,270
Horsepower: 300 Hp @ 5200 rpm
Torque: 320 lbs.-ft. @ 4000 rpm
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Off-road: Yes
Towing: Yes
Fuel economy: 13/16 mpg city/highway

2008 Toyota RAV4 Sport 4X4

Compact sport-utility vehicle comes of age.
By Nina Russin

Toyota RAV4

When Toyota rolled out the original RAV4 in 1996, compact sport-utility vehicles were a rarity. Since then, almost every automaker has introduced a competitor, ranging from the sporty BMW X3, to the budget friendly Suzuki Grand Vitara.

But Toyota’s recreational active vehicle maintains a loyal fan base by combining the automaker’s legendary build quality with enhanced on and off-road performance. In addition to available four-wheel drive, new models feature hill descent control and ascent assist, that help drivers maintain directional control on extremely steep grades.

The RAV4 has always been environmentally friendly: at one point, Toyota produced an all-electric model. The current model runs on traditional gasoline engines, optimized for fuel economy. Both the standard four-cylinder and available V6 engines meet federal ultra-low emissions vehicle standards. Average fuel economy for the V6 (tested) is twenty-one miles-per-gallon.

New V-6 engine enhances power and towing capability

The 269-horsepower V6 engine, mated to a five-speed automatic transmission, accelerates from zero-to-sixty miles-per-hour in under seven seconds. An optional towing package boosts the RAV’s towing capacity to 3500 pounds, meeting our minimum ALV standards.

One of the biggest complaints about early RAV4s was their soft acceleration. Equipped with the V6, the RAV is a spirited performer. I was impressed by acceleration in the twenty-to-fifty range, which is critical for merging into high-speed traffic.

I drove the RAV sport on a recent trip to Ohio, where most of the highways were built thirty or more years ago. Back then, left-side entrance ramps weren’t considered dangerous. Now that traffic loads have doubled , jumping into the passing lane is a challenge.

Not only could the RAV accelerate hard enough to jump into dense traffic; the side mirrors provided enough visibility to see around cloverleafs covered with summer foliage.

Electronic power steering reduces vehicle weight

Toyota uses an electric power steering system on the RAV4 that’s similar to the unit on its hybrids. Unlike traditional power steering, the electronic system lacks a hydraulic power booster, saving weight, and eliminating a part that over time can degrade and leak.

Steering response from the electronic system is excellent at all speeds, and produces a positive on-center feel on the highway. Toyota integrates vehicle stability and traction control in what it calls its star safety system. All of the controls share sensors, so the transition from one to another is less obvious to the driver.

The sport grade comes with standard eighteen-inch alloy wheels: an upgrade from sixteen inch rims on the base model. A four-wheel independent suspension tuned for more aggressive driving keeps the RAV4 flat in the corners.

Available four-wheel drive includes a locking mode for off-road driving

Drivers who want enhanced traction can opt for four-wheel drive. On uneven or slippery roads, the system automatically transfers torque from the front to the rear wheels to maximize traction.

A locking switch on the instrument panel maintains the rear bias when the car travels at 25 miles-per-hour or less. In addition, four-wheel drive models come with downhill descent control and hill-start assist: technologies introduced on the ‘03 Lexus GX470 and Toyota 4Runner.

A button on the dash activates the downhill descent control: it maintains a speed of under five miles-per-hour on steep grades, giving the driver better directional control than braking. Hill start assist prevents the car from sliding backwards when accelerating from a stop.

While the RAV4’s off-road ability is much improved over previous models, it lacks a two-speed transfer case for extreme low gearing, and its 7.5-ich ground clearance may not be enough for very rough trails.

Stylish, comfortable interior

The test car has cloth upholstery: standard on the sport grade. I prefer cloth to leather in the southwest: it doesn’t get as hot in the summer, and it’s easier to clean. Although the manual seats in the test car don’t have lumbar adjustments, I found both the front driver’s and passenger seat comfortable on trips of two hours or more.

Passengers have plenty of access to bottle and cupholders. All four doors have bottle holders. Cupholders in the floor console are big enough for water bottles, as are those in a fold-down armrest in back.

Two twelve-volt plug-ins up front allow the driver and front passenger to recharge portable electronic devices. HVAC and audio controls on the center stack are easy to reach from either front seating position. A shelf at the base of the center stack holds six compact discs for the in-dash CD changer. The standard audio system is MP3 compatible.

A two-piece glovebox has a small compartment for documents, and a larger bin beneath for maps and books. A large bin under the center armrest holds portable electronic devices or a small purse.

The floor-mounted gate shifter helps the driver find low gears more easily. My only complaint about the interior design is the location of the side mirror adjustments on the front of the center console. It isn’t a very intuitive spot, and it’s hard to find if the driver needs to adjust the mirrors when the car is in motion.

The second-row seats move fore and aft to give second-row passengers more legroom. The RAV is available with a third-row seat that tumbles into the floor, although I wouldn’t recommend it on such a small car.

Cars without the third-row seat get two, under-floor storage bins for concealing valuables. Since most models have a rear-mounted full-sized spare, the tailgate is hinged to the side. I found the rear cargo area very easy to load: the liftover height is reasonable for a small person.

Second-row seats fold flat to extend the cargo floor: the RAV4 meets our bicycle friendly standards. Tie-down loops help to secure larger items in back.

An ALV best value

Base price on the upscale sport grade is $25,990, not including a $685 destination charge. Options on the test car, including the towing prep package, power sunroof, tonneau cover and carpeted floor mats bring the MSRP to $28,473.

The newest RAV4 is available for test drives at Toyota dealerships nationwide.

Likes: A much more powerful engine than on previous models with excellent fuel economy. A four-wheel lock mode along with downhill descent control and hill start assist improve the RAV4’s off-road capability.

Dislikes: Location of side mirror adjustment switches is hard to find.

Quick facts:

Make: Toyota
Model: RAV4 Sport 4X4
Year: 2008
Base price: $25,990
As tested: $28,473
Horsepower: 269Hp @ 6200 rpm
Torque: 246 lbs.-ft. @ 4700 rpm
Zero-to-sixty: 7 seconds
Side curtain airbags: Standard
Antilock brakes: Standard
First aid kit: N/A
Bicycle friendly: Yes
Off-road: Yes
Towing: Yes, when equipped with optional towing-prep package.
Comments: Base price does not include a $685 delivery charge.

2008 Chrysler PT Cruiser: Sunset Boulevard Edition

Pint-sized crossover with a hot rod attitude

By Nina Russin

2008 Chrysler PT Cruiser, Sunset Boulevard Edition

Ten years ago, Chrysler rolled out the production version of the PT Cruiser show car: a compact crossover styled after classic American hot rods. The pint-sized Cruiser is the embodiment of what Chrysler does best: combining edgy styling with a versatile interior that takes minivan packaging into a whole new segment.

Other manufacturers have tried to mimic the PT Cruiser formula with similar products such as the Chevy HHR. But none of its competitors do the job quite as well as the original.

With a base price starting at $15,015, the PT Cruiser is an affordable, fun car that can hold everything from long boards to bicycles. Passengers sit higher up than in a conventional car: theater style seating gives everyone a good view of the road. The forward-raked roof makes for exceptional headroom in the back.

Built to customize

One of the coolest things about the PT Cruiser is that it’s built to customize. Since the first models rolled out, Chrysler has produced eleven factory custom editions. Businesses can use panel truck models to wrap graphics, while car buffs cruise in style with flames or woodie side panels.

An available turbocharged four-cylinder engine adds thirty horsepower over the base block. Buyers who want better fuel economy can opt for a five-speed manual transmission on the naturally-aspirated car: average fuel economy is 23 miles per gallon. The automatic model (tested) averages twenty-one miles per gallon for city and highway driving.

Sunset Boulevard edition pays homage to Southern California car culture.

Personally, I would have called it the Riverside Drive edition, since Riverside Drive in Burbank is home to Bob’s Big Boy: one of the greatest cruise night destinations in the country. For readers who have never been to one, cruise nights are where people who love cars go to find other people of the same mindset.

On Friday nights, the line to get into the parking lot stretches out for blocks. To protect the spot against future development, its fans had Bob’s registered as a historic landmark.

Getting back to the Cruiser, the Sunset Boulevard Edition is mainly a paint job: “sunset” red pearl coat, with some extra chrome accents, bigger wheels, and a couple of custom badges. The power sunroof, tinted glass and special wheels add $845 to the car’s base price. The special paint is another $150.

With the exception of the upscale Limited grade, antilock brakes are an option. I would recommend them, especially for drivers living in four-season climates. Traction control comes with the antilock brake option. Neither side curtain airbags nor electronic stability control are available on the Cruiser.

Music aficionados can upgrade the standard audio system to a Boston six-speaker acoustics system that adds Sirius satellite radio. A second sound upgrade replaces the single disc CD player with a six-disc unit. The standard audio system is MP3 compatible.

Cruising through Phoenix

Despite its styling, the PT Cruiser is no hot rod. But it is a pleasant car to drive. The standard four-cylinder engine and four-speed automatic transmission provide plenty of power for urban commuting. The automatic transmission shifts smoothly with a minimum of shift shock, though a five-speed unit would probably improve fuel economy.

The base LX does not come with power mirrors, which can be an inconvenience if multiple drivers are sharing the car. Small levers inside the car manually adjust the side mirrors. Manually adjustable seats are easy to position.

Lower back support is adequate, but not exceptional. Upscale Touring and Limited grades come with adjustable lower lumbar controls.

The high seating position is one of my favorite features about the PT Cruiser. Though the car itself sits much lower than most light duty trucks, the driver is able to see around the high-profile vehicles more easily.

Visibility around the car is pretty good. The high seating position enhances forward visibility and makes cornering on highway ramps much easier. Side mirrors do a pretty good job of compensating for blind spots to the sides and rear of the car.

Room for four adults and a variety of cargo

Despite its small footprint, the PT Cruiser has a remarkably spacious and configurable interior. Though Chrysler calls the Cruiser a five-passenger car, the middle seating position in the second row lacks legroom, due to interference from the center console and floor tunnel.

But four adults will be quite comfortable, even on long road trips. Both rows have access to plenty of cupholders and map pockets in the door. In front, a twelve-volt power point on the base of the center stack recharges electronic devices.

A tilt steering wheel adapts to drivers of different sizes, as does a sliding center armrest. A two-piece bin under the center console holds compact discs in one section and small electronic devices up top.

The optional moonroof brings ambient light into the rear of the car, which would otherwise be rather dark. Front row passengers get dual overhead reading lamps. There is also a small light in the cargo area to the right of the liftgate.

Second-row seats fold flat by using a levers on the seatbacks. A pull strap on the seat cushions releases the seats so they can tumble forward, and be removed. Tumbling the seats forward creates an uninterrupted load floor large enough for a road bike with the front wheel removed.

A rear shelf panel installs in horizontal guides in the cargo bay to create an extra horizontal shelf, a table for tailgate parties, or a vertical divider. Upscale models come with a fold flat front passenger seat that further extends the load floor, and can also serve as a work surface.

Lifetime powertrain warranty

As with all Chrysler products, the PT Cruiser comes with a lifetime powertrain warranty that protects owners against repair costs due to manufacturing defects. The warranty includes three years of 24-hour towing assistance.

Chrysler builds the PT Cruiser at its Toluca, Mexico assembly plant.

Likes: A small affordable car with room for four passengers and a configurable interior. The high roofline maximizes headroom for rear passengers and vertical load-in space. A low liftover height makes it easier for small people to load up the back.

Dislikes: Base model does not come with standard power windows, air conditioning or antilock brakes. Electronic stability program and side curtain airbags are not available.

Quick facts:

Make: Chrysler
Model: PT Cruiser LX: Sunset Boulevard Edition 
Year: 2008
Base price: $15,015
As tested: $18,475
Horsepower: 150 Hp @ 5100 rpm
Torque: 165 lbs.-ft. @ 4000 rpm
Zero-to-sixty: N/A
Antilock brakes: Optional
Side curtain airbags: N/A
Bicycle friendly: Yes
Towing: No
Off-road: No
Comments: Base price does not include a $640 delivery charge.

Going Green to Save Green

By Nina Russin

Honda eco assist system

The recent hike in gas prices has made drivers think seriously about limited oil resources. New car technology–including gasoline/electric hybrids, electric cars, clean diesel and fuel cells–not only promises to stretch existing oil reserves; they reduce the amount of harmful exhaust emissions in the air we breathe.

As athletes, we’re especially aware of the importance of clean air: it’s essential to our way of life. But do the new generation of green cars help us preserve our limited financial resources as well?

Cost of Going Green

The fact is that green car technology costs money. Many gasoline/electric hybrids, such as the Toyota Highlander Hybrid and Lexus 400h, cost significantly more than gas-powered equivalents.
 
The Toyota Highlander Hybrid has a base sticker price of $34,200, versus $27,500 for the gasoline model. The Lexus RX350 sport-utility vehicle starts at $37,700, as opposed to $41,580 for the 400h.

Not only do buyers pay a premium for the hybrid technology: these hybrids are only available as fully-loaded cars, adding to the base sticker price.

Clean diesel has been popular in Europe for some time: the low-sulfur fuel wasn’t available in the U.S. until last year. As a result, there’s less of a price difference between clean diesel models sold in America and their gas-powered cousins.

For example, Mercedes-Benz BlueTEC models cost a little more than base gas-powered models, but are less expensive than 4matic all-wheel drive grades. The base M-Class starts at $44,875 as opposed to $45,875 for the BlueTEC clean diesel, while the 4matic version costs $53,625.

Diesel cars average twenty-five to thirty percent better fuel economy than comparable gasoline models, but the diesel is more expensive. At the beginning of July, 2008, the national average for a gallon of diesel was $4.70, versus $4.06 for a gallon of unleaded regular gasoline, according to the Energy Information Administration.

There are a couple of reasons for this: limited demand here in the States, and subsidies in foreign countries that increase demand for diesel internationally.

Avoiding the Fuel Pump

Electric cars require no gasoline, but buyers need to install recharging devices at home. The other limitation is driving range, which is shorter than for gasoline cars. The new Chevy Volt has a range of 64 kilometers: about 40 miles.

Engineers plan to introduce an on-board generator to recharge the Volt’s battery pack on the go: no word yet as to whether that generator will be standard equipment on the car.

Fitting Technology to the Driver

Having mentioned some hidden costs in going green, the question remains: is there any cost benefit? The answer is ‘yes’, if the driver chooses technology according to his needs.

Hybrid cars are most beneficial for people who drive in crowded urban areas. On most hybrids, the gasoline engine shuts off at idle while electric motors run the accessories. Some hybrids can also run on electric power at low speeds: the Chevy Tahoe and Dodge Durango hybrids are two examples.

Hybrid fuel economy in stop-and-go driving is significantly better than for gasoline cars. The Toyota Highlander Hybrid averages 27 miles-per-gallon in the city, as compared to 18 miles-per-gallon for the gasoline model. The Toyota Camry Hybrid gets 33 miles-per-gallon in the city, compared to 21 mpg for the four-cylinder gas car, and 19 mpg for the V6.

While these cars also get excellent fuel economy on the highway, the advantage over gasoline models is not as significant. The exception is the Toyota Prius: it averages 45 miles-per-gallon on the highway, and has better overall fuel economy than any other Toyota model.

Diesel for Any Driving Situation

Drivers who spend most of their time on the highway should consider clean diesel. Diesel fuel economy gains are consistent for both city and highway driving, and are big enough to more than offset higher fuel costs.
The bigger the car, the bigger the benefits. The full-sized Mercedes-Benz GL320 sport-utility vehicle averages 17/23 mpg city/highway when equipped with the clean diesel engine, versus 13/18 for the gas-powered model. The smaller M-Class sport-utility vehicle gets 23/32 mpg with the diesel engine, compared to 13/18 mpg for the gasoline model.

Chrysler offers a V6 diesel engine on the Grand Cherokee sport-utility vehicle: it averages 18/23 mpg city highway. The Grand Cherokee with a gasoline-powered V6 averages 15/20 mpg city and highway; the V8 gas engine averages 13/19 mpg.

Tax Credits

The Energy Policy Act of 2005 rewards buyers of hybrid, fuel cell and alternative fuel vehicles with a tax credit, ranging from $250- $3400, depending on the vehicle’s weight and fuel economy. But there’s a catch: the tax credit disappears in stages after the automaker sells 60,000 units of a particular model.

Future Prius buyers are out of luck. But shoppers considering the new VW Jetta TDI may save some money come tax time. A good source of information on federal tax credits is Edmunds.com’s Green Car Advisor.

Small Carbon Footprints

Buyers who can’t afford a hybrid or clean diesel can still go green and save gas by driving a smaller car. The Nissan Versa, Scion xD, Kia Rio, Suzuki SX4, Volkswagen Rabbit and smartfortwo all have MSRPs under $16,000, and all average 30 mpg or better on the highway. Cars that use less gas pollute less: it’s as simple as that.

Do the Math

Despite a recent drop in the cost of fuel, the general trend in the future will be towards more expensive gas. The myriad of green car options gives buyers with different budgets and lifestyle needs the ability to minimize their fuel expenditures, and do something good for the environment at the same time.

New car shopping is all about doing the math: green cars are no exception. One place to start is by creating a log to record important information about current driving habits, including average annual mileage, and city versus highway driving. Keep track of the number of passengers who typically share the car to see if downsizing is a possibility.

Buyers considering alternative fuels need to make sure that their local infrastructure supports those types of vehicles. Clean diesel is widely available, but supplies of biodiesel and E-85 are more limited.

Find out whether any of the cars on the short list qualify for a federal tax credit. And don’t forget to factor in the trade-in value of the current car. Kelley Blue Book is a reliable source of information on resale values. Edmunds has a tool to help big truck owners determine how much it will cost to go green.

2008 Toyota Sequoia 4X4

Full-sized sport-utility vehicle is designed for active families
By Nina Russin

2008 Toyota Sequoia

Last year, Toyota rolled out a new version of its full-sized Sequoia sport-utility vehicle. Designed with active families in mind, the seven-passenger Sequoia features available four-wheel drive, including a two-speed transfer case and locking differential, plus towing up to ten thousand pounds.

The second-generation Sequoia comes with a choice of two V-8 engines: a carry-over 4.7-liter block, or a new 5.7-liter powerplant rated at 381 horsepower. Like the outgoing model, the new Sequoia shares chassis components with the full-sized Tundra pickup. But it is a much more refined package, with ride and handling that is better suited for its intended audience.

Fifty years of off-road engineering

Toyota’s sport-utility heritage dates back to the 1951 BJ: a four-wheel drive vehicle capable of climbing to the sixth station of Mt. Fuji, and used by Japan’s National Police Agency. In 1954, Toyota renamed the BJ the Land Cruiser: it has been Toyota’s halo off-road vehicle ever since.

Over time, the Land Cruiser evolved into a premium product aimed at upscale buyers. This opened up a niche for a more affordable, full-sized sport utility vehicle. The first Sequoia that rolled out in 2001 shared the Land Cruiser’s off-road capability, but was priced within reach of younger buyers with growing families.

Before starting work on the new Sequoia, chief engineer, Motoharu Araya came to the states and lived with an American family that owned a full-sized sport-utility vehicle. His objective was to make the new model comfortable enough for families to travel a thousand miles per day in, while maintaining exceptional towing and off-road capability.

The new 5.7-liter engine meets ultra-low emissions vehicle standards. Combined with a six-speed automatic transmission, its fuel economy is comparable to the Sequoia’s standard 4.7-liter V8.

Base price is on the second-generation Sequoia is $34,150: within our luxury category, but significantly less than the $64,000 Land Cruiser. There are five grades, ranging from the volume-leading SR5 with the 4.7-liter V8, to the upscale Platinum model with the new 5.7-liter engine. Base price on the Platinum 5.7 grade (tested) is $55,700.

Car-like ride and handling

Despite its large footprint and substantial curb weight, the Sequoia handles very much like a passenger car. Engineers opted for a fully independent front and rear suspension with coil rather than leaf springs to produce a compliant ride throughout the passenger cabin. Its turning radius is about nineteen feet: not bad for a truck with a 122-inch wheelbase.

The new engine has plenty of power to accelerate into high-speed traffic. In an effort to conserve fuel, I made an effort to keep the engine revs at or below 2000 rpm. I found it easy to accelerate at or above the speed of traffic while keeping my fuel economy near the top end of the Sequoia’s range. The six-speed automatic transmission can maintain speeds in excessive of seventy miles-per-hour with very little strain on the engine.

Twenty-inch wheels come standard on the Platinum model, giving the Sequoia bigger contact patches with the ground, and a more stable stance for cornering. All models have between nine and ten inches of ground clearance: plenty to clear obstacles on off-road trails. Running boards that come standard on the Platinum grade make it easier to enter and exit the vehicle, but can catch the occasional rock on an uneven trail.

Speed-sensitive rack-and-pinion steering provides plenty of assist for maneuvering into a tight parking spot, while maintaining a good on-center feel at speed. In general, the new Sequoia has much crisper handling than the model it replaces, without sacrificing ride comfort.

Ventilated front and rear discs with standard four-channel antilock braking stop the car in a firm, linear fashion. Bringing six thousand pounds of sheet metal to a stop is not an easy task, but the brakes on the Sequoia handle the job with aplomb.

Thick pillars and smoked glass throughout the rear of the car create some rather large blind spots on the driver’s side and in back. A standard backup camera on the Platinum grade makes it much easier to park, and avoid obstacles when driving in reverse.

Average fuel economy for the four-wheel drive model is fifteen miles-per-gallon. Buyers who don’t need the off-road capability can save some money at the pump by opting for the two-wheel drive model. All models run on 87-octane fuel.

Well-equipped interior

Heated captain’s chairs in the first and second row are extremely comfortable, with plenty of lower lumbar support and enough adjustments to suit drivers and passengers of various sizes. Two-position driver’s seat memory is standard on the Platinum grade.

A screen on the center stack displays maps for the standard navigation system and the camera view to the rear when the car is in reverse. Standard tri-zone temperature controls allow all of the passengers to find their optimum temperature.

A conversation mirror in the overhead console allows front-row passengers to keep an eye on kids in the second row. An optional rear-seat entertainment system includes a DVD player and 115-volt inverter ($1670).

The driver can choose from three suspension settings and adjust ride height using buttons to the left of the center stack. A gate shifter on the floor console allows the driver to select gears manually.

A power tilt-and-telescoping steering wheel has redundant audio, Bluetooth and temperature controls. A stalk controls optional dynamic laser cruise control ($600). The driver chooses the following distance: an on-board computer applies throttle or brakes to maintain the set speed while maintaining a margin of safety behind the car in front.

All three rows of passengers get overhead reading lamps, map pockets and cupholders aplenty. First and second-row center console bins store small electronic devices and compact discs. The first-row bin is large enough to hold a backpack. A two-piece glovebox has extra space for magazines and maps.

A lever on the second-row seat cushions flips the seatbacks down and moves the seats forward about a foot, making for better-than-average third row access. Third row seats have less leg and headroom than first and second rows, but they are roomy enough for kids and smaller adults.

Power folding third-row seats

A power liftgate and power folding third-row seats, both standard on the Platinum grade, make it easy to load large cargo in back. With the third-row seats folded flat, the Sequoia easily meets our bicycle-friendly standards.

The Platinum grade also comes standard with roof rails and crossbars. A step pad on the rear bumper makes it easier to load items up top.

Standard safety

All grades come with standard front, side and side curtain airbags and vehicle stability control.

Toyota produces the Sequoia at its Princeton, Indiana assembly plant.

Likes: A luxuriously equipped full-sized sport-utility vehicle with off-road and towing capability. A powerful new V8 engine and fully-independent suspension give the Sequoia the ride and handling of a passenger car.

Dislike: Carpeting and cargo mats are a $235 option on the upscale Platinum grade.

Quick facts:

Make: Toyota
Model: Sequoia Platinum 4X4
Year: 2008
Base Price: $55,600
As tested: $58,930
Horsepower: 381 Hp @ 5600 rpm
Torque: 401 lbs.-ft @ 3600 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Off-road: Yes
Towing: Yes
Comments: Base price does not include a $685 delivery charge.

2008 Ford F250 Super Duty 4X4

Ford’s F250 Lariat may be the most posh, heavy-duty truck on the market.
By Nina Russin

2008 Ford F250

My mind drifts back to Reatta: the ranch in “Giant.” Giant is the last film James Dean made before he died: he plays opposite Liz Taylor and Rock Hudson in the screen adaptation of Edna Ferber’s novel, about the disappearance of the cowboy way. Everything about “Giant” is giant, especially the ranch, which encompasses enough land to house a medium-sized city.

The Ford F250 Lariat is the Reatta of pickup trucks: epic in scale, and containing every possible creature comfort the well-dressed cowboy could ask for. The test truck, equipped with the optional off-road package, also has the King Ranch option: leather heated captain’s chairs, satellite radio, navigation system, power sliding rear window, power moonroof, automatic climate control, and the gaudiest two-tone paint job imaginable. The exterior looks like one of those oval-shaped buckles the rodeo queens wear, only much bigger.

On a greener note, it has a clean diesel engine. Fuel stats aren’t available because the EPA doesn’t certify super duty trucks, but I was able to log about a hundred miles on just over a quarter tank of gas. The fuel tank holds thirty gallons.

For buyers planning to tow trailers, diesels offer exceptional low-end power. The Powerstroke V8 produces 650 foot-pounds of torque, and develops maximum torque as low as 2,000 r.p.m. Its 350 horsepower rating is close to Ford’s gas-powered V10

All models come with the option of six-speed manual or five-speed automatic transmissions. The test truck has the automatic, which I prefer for this type of vehicle. While manual transmissions give the driver more control in extreme off-road conditions, automatic transmissions are better for towing. A tow-haul mode in the five-speed automatic improves uphill and downhill control by varying the shift points and applying engine braking as needed.

The off-road package provides everything necessary for aggressive off-road driving: two-speed transfer case, skid plates under the chassis, and ample ground clearance. But because of its size, the F250 can’t navigate narrow, winding trails. Wheelbase on the crew cab is 156 inches. There’s not a chance of getting it into my garage, and it barely fits in the driveway. Turning radius is almost 52 feet. With a curb weight of 6500 pounds, it takes a pretty serious winch and tow truck to pull the F250 out of a rut.

On the highway, the F250 has exceptional performance for a truck of its size. The tow mirrors provide excellent visibility to the rear. Even without a trailer, the mirrors make it a lot easier to see low profile vehicles to either side. The mirrors incorporate large, redundant turn signals: a nice safety feature for other drivers on the road.

Twenty-inch aluminum wheels and all-season tires are part of the King Ranch option. The all-season tires provide a comfortable ride on the highway, but won’t provide as much traction off-road as trail-specific tires. Those who plan to drive off-road might want to buy a second set of smaller wheels that will have a narrower footprint and a higher profile.

Because of the diesel engine’s low-end torque, it’s easy to accelerate hard from a stop, and merge into high-speed traffic. Steering is responsive without being too touchy, and the disc brakes are big enough to stop the truck fairly quickly. I didn’t have a chance to drive in rain or snow, but drivers in colder climates will appreciate standard antilock brakes.

A limited slip rear axle keeps the truck tracking straight if one of the back wheels contacts ice, oil, or soft sand. The test truck also has optional traction control, to prevent excessive wheel spin in bad weather.

Because it’s engineered for towing, the F250 has a live rear axle. The solid axle doesn’t have the compliant ride of independent suspension, but it doesn’t bump passengers all over the road either.

Inside: a casita on wheels

Equipped with two rows of captain’s chairs, the crew cab seats four adults. Both rows of passengers have enough room to be comfortable on longer drives. The driver’s seat has six power adjustments. A tilt and telescoping steering wheel and adjustable foot pedals allows smaller drivers to sit a safe distance from the airbag. The leather steering wheel has redundant controls for most comfort and convenience options. The passenger seat on the Lariat model also has power adjustments.

Running boards make it easier for passengers to climb into the high profile vehicle. There are grab handles near all four doors for the same purpose.

A large shelf on top of the instrument panel holds a clipboard or a laptop computer. There are two, huge bottle holders in both front and rear center consoles. The bin in the front console is large enough to hold a small backpack or purse. Smaller trays in the bin hold change or small electronic devices.

Controls on the instrument panel are easy to reach from either front seating position. The navigation screen doubles as a touch screen for audio controls. There are redundant buttons for the automatic climate control and audio system.

The doors have two tiers of map pockets. There is a 12-volt power point in the instrument panel, and a second on the back of the front center console. Large, leather map pockets on the front seatbacks provide additional storage for second-row passengers. The power sliding rear window allows fresh air into the rear of the cab.

Buyers who live in extremely cold climates will appreciate the supplemental cab heater and engine block heater options. Since diesel engines use glow plugs rather than traditional spark plugs, they can be harder to start in cold weather.

The crew cab has enough interior space to hold groceries and a moderate amount of luggage. It wouldn’t be too hard to load a bicycle inside with the front wheel removed.

Because the crew cab extends the truck’s overall length, buyers can opt for a shorter cargo bed. The bed on the test truck is about six and a half feet long: a standard cargo bed measures eight feet.

An optional bed extender on the test truck makes it long enough to hold sheets of plywood, or other large items. Width between the wheels is just short of sixty inches, and the cargo bed is twenty-inches deep. An optional tailgate step folds down to make loading the back easier.

Payload for the F250 is 2,830 pounds: the truck easily exceeds our ALV towing standards. Maximum gross vehicle weight is 10,000 pounds.

Base price on the F250 Lariat is $37,305, but the option packages add a significant cost. The automatic transmission alone is almost $7,000. Sticker on the test truck is $57,225, including a $925 destination charge.

The Ford F250 is built in Ford’s Kentucky truck plant, and is currently on display at dealerships nationwide.

Likes: Diesel engine provides the best possible fuel economy and reduced emissions. The F250 has excellent road manners for a truck of its size. The interior is versatile enough to function as a mobile office or home away from home. The optional upgraded audio, leather trim, navigation system and automatic climate control are nice features for drivers who take frequent long road trips.

Dislikes: The two-tone paint and extra chrome badges makes the exterior look gaudy.

Quick facts:

Base price: $37,305
Price as tested: $57,075
Horsepower: 350 @ 3,000 r.p.m.
Torque: 650 lbs.-ft. @ 2,000 r.p.m.
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: N/A
First aid kit: No 
Towing Capability: Yes
Off-road: Yes
Bicycle friendly: Yes
Fuel economy: Not available.

2009 Dodge Ram 1500 Sport Quad Cab 4X2

Full-sized pickup has a new hemi engine and enhanced cargo capability.
By Nina Russin

Rising fuel prices and the downturn in the economy are creating rough

2009 Dodge Ram 1500

waters in the light-duty truck market. Dodge execs hope a new hemi engine and innovative cargo solutions on the 2009 Ram will convince buyers that full-sized trucks are the right fit for active lifestyles.

The mid-sized Honda Ridgeline made design history by offering dry lockable storage under the cargo bed. The new RamBox uses a similar concept, creating dry lockable storage in the dead space around the Ram’s rear wheel wells.

The bins, with drain plugs in the floors are big enough to store tools, kayak paddles, and golf clubs. The ignition key unlocks the bins, and the truck tailgate.

The stand-alone factory option also includes a cargo divider and bed extender. Dodge plans to announce pricing next month: the Ram box will be available on all ‘09 Ram crew cab models, beginning in October.

V8 power meets V6 fuel economy

The Ram’s new 5.7-liter hemi V8 will eventually be part of a hybrid model that rolls out next year. A multiple displacement system shuts off half the engine cylinders when power demands are low to save gas.

A light on the dash tells the driver when the truck is in four-cylinder mode. Variable valve timing and an active intake manifold help to minimize emissions while maintaining excellent acceleration.

The 390-horsepower hemi is one of three engine options on the new Ram: buyers can also opt for the base V6, or 4.7-liter V8. Hemi buyers enjoy similar fuel economy to the V6. On the 4X2 model, both engines get 14 miles-per-gallon in the city. The V6 gets 21 mpg on the highway, versus 20 for the hemi V8.

Aggressive styling and refined aerodynamics

Dodge got high approval ratings from current truck owners for the outgoing model’s aggressive exterior. The new Ram carries the theme of the current truck further, with bigger badging, and a slanted front grille based on the Dodge Charger design.

Designers reduced the new Ram’s aerodynamic drag by eliminating unneccessary gaps in the body, refining the hood’s profile, redesigning side mirrors, and adding a spoiler at the top of the tailgate.

Inside, the new Ram is more passenger car than truck, with a leather stitched captain’s chairs, a versatile center console, dual gloveboxes, multiple power points, and cupholders.

For the first time, Dodge is offering a crew cab: appealing to families who use their pickup as a primary vehicle. Two under-floor storage bins in front of the second-row seats hold cold beverages: the liners are removable for cleaning.

Storage bins under the second-row seats hold groceries and other small items in the secure cabin, without impinging on legroom in back.

Sport grade focuses on on-road performance

I drove the Sport Quad Cab at a recent press event in Santa Barbara. The Sport is one of five available grades, including a base model priced from $22,170. The Sport comes with twenty-inch wheels and dual exhausts: a hemi engine on the test truck adds about $1000 to its $29,475 base sticker price.

The new engine makes the Ram handle like a much smaller car: zero-to-sixty acceleration is under six seconds. Throttle response is incredibly good: it simply doesn’t feel like a 5200-pound truck.

A five-speed automatic transmission is well-matched to the engine. There is no noticeable shift shock during normal driving. Even during hard acceleration, the gearbox doesn’t shift hard. The driver can manually select gears using a gate shifter on the floor console.

Our drive route took us inland on two-lane roads towards Santa Ynez and Solvang. I had the opportunity to pass a slow-moving construction truck on an uphill. I was able to complete the pass in a relatively short window between switchbacks.

Four-wheel disc brakes with standard antilock braking stop the truck in firm linear fashion without being grabby. The steering has a light touch closer to passenger cars than full-sized trucks. But it’s responsive at any speed, with an adequate on-center feel on the highway.

Dodge bucked the traditional practice of using leaf springs in the rear suspension: a solid axle coil suspension provides a more compliant ride. A track bar in back enhances lateral stiffness to keep the wheels planted, and eliminates wheel skate.

Designers lowered the side mirrors to enhance aerodynamics: the measure also improves the driver’s forward vision merging onto the freeway.

Our truck came equipped with an audible rear back-up warning system. As a buyer, I’d opt for the rear camera backup. A camera mounted in the tailgate displays a wide-angle view to the rear in the navigation screen. The Ram is a big vehicle to park: the rearview system makes it much easier to back into the average space.

Upscale interior

Inside, the truck has optional leather trim, with heated and cooled front captain’s chairs, a heated steering wheel, and the MyGig downloadable hard drive that stores tunes and photos.

The captain’s chairs are extremely comfortable, with enough power adjustments to meet the needs of various sized drivers. A standard tilt steering wheel is easy to adjust for optimal forward vision.

Redundant steering wheel controls on the test truck adjust volume and scroll through a digital information display on the gauge cluster. Designers pushed the center stack out from the instrument panel, making audio and climate control knobs easier for the driver and front passenger to reach.

The center console is well-suited for a person who uses his truck as a mobile office. A flat surface under the console lid is large enough for a computer. The center stack includes both a 115-volt inverter and a 12-volt power point. A second 12-volt power point in the floor console allows both front-row passengers to recharge electronic devices on the go.

Both front doors have dual bottle holders and map pockets. The bottle holders are too low for a small person to reach while driving, but they come in handy for stashing extra beverages. Cupholders in the floor console are large enough for water bottles.

An optional power sunroof brings extra ambient light inside. Dual front reading lamps and a single overhead lamp in back illuminate the interior at night.

The rear seats don’t have the legroom of the crew cab model, but average-sized adults should be comfortable enough on short trips. Two cupholders in the floor hold beverages for second-row passengers, while a 12-volt power point in back of the center console allows them to plug in electronic devices.

The floor console has a couple of small bins for holding cell phones and PDAs. A large bin under the center console armrest is big enough for a purse or small pack.

Cargo bed is easy to load

Designers added a rubber step pad in back to make it easier to load up the cargo bed. Standard tie-down cleats help to secure larger items.

The cargo bed on the quad and crew cab models is relatively short, to minimize overall length. Those who plan to carry long items such as bikes and kayaks should either purchase the RamBox with the bed extender, or plan to add a separate rack.

The Ram comes standard with a tow hitch rated up to five thousand pounds. An option upgrade increases towing capacity up to 8800 pounds.

The new Dodge Ram is rolling into dealerships nationwide.

Likes: New hemi engine is an exceptional performer. Dodge has vastly improved fit and finish inside and out, while adding additional storage space inside the passenger cabin and the cargo bed.

Dislikes: Side airbags are not available, which makes passengers vulnerable to lower torso injuries in some side-impact collisions.

Quick facts:

Make: Dodge
Model: Ram 1500 Sport Quad Cab 4X2
Year: 2009
Base price: $29,475
As tested: $40,065
Horsepower: 390 Hp @ 5600 rpm
Torque: 407 lbs.-ft @ 4000 rpm
Zero-to-sixty: 6 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Towing: Yes
Off road: Yes, on 4X4 models
Comments: Base price does not include a $900 destination charge.