2009 Suzuki SX4 Sport

Suzuki adds standard navigation to its best-selling compact sedan.

By Nina Russin

2009 Suzuki SX4 Sport

Suzuki exemplifies everything good about being small: as a niche automaker, it competes successfully against much bigger companies. A strong brand character, consistent throughout the model lineup, appeals to value-conscious customers looking for versatile, fun-to-drive vehicles.

The SX4 Sedan, Sport, and Crossover are three rather different cars that share the same compact platform. The entry-level Sedan competes against products in the sub-fourteen thousand dollar range with a high level of standard safety, comfort and convenience features, and a seven year/100,000-mile fully transferable warranty.

The five-door Crossover adds additional cargo versatility, available all-wheel drive, and a standard navigation system for customers who carry large items such as bicycles, skis and snowboards, and who require some all-terrain, all-weather capability.

The Sport shares the Sedan’s four-door configuration, but with bigger wheels and tires, four-wheel disc brakes with four-channel antilock braking, a sport suspension, and standard navigation system. With a base price under sixteen-thousand dollars, it’s a steal.

Collaboration with Garmin

The SX4′s standard navigation system is the product of a collaboration between Suzuki and Garmin. A small, pop-up screen at the top of the center stack displays maps and points of interest. The 4.3-inch touchscreen display is integrated into the car’s audio system, so directions are broadcast through the SX4′s speakers.

The map is a little small and harder to read than larger displays on pricier systems. But it’s unique for any automaker to offer standard navigation in less than a luxury car. Since it’s integrated into the audio system, the driver has verbal commands as a backup: a distinct advantage over aftermarket products.

Buyers can upgrade the system to add Microsoft network functions including real-time traffic, stock quotes, local event listings and a gas station finder. The upgrade also adds Bluetooth hands-free phone technology, on-screen and audible text messaging.

Sporty, not thirsty engine

Suzuki’s two-liter, 143-horsepower engine gives the SX4 Sport performance comparable to its motorcycles. The high-revving, high-compression engine has excellent low end power, especially in the critical twenty-to-fifty mile-per-hour range.

At the same time, the SX4 has no problem passing other vehicles on the highway, or making the occasional evasive maneuver at speed. Seventeen-inch wheels give the sedan a big stable footprint for a positive on-center feel.

The engine incorporates a lot of components normally reserved for bigger, higher-performance blocks: chain-driven camshafts and a forged steel crankshaft among them. It isn’t important to know how these components work; simply understand that they add durability, and reduce expensive maintenance procedures after fifty thousand miles.

The block and pistons are aluminum to minimize weight. Despite its 10.5:1 compression ratio, the engine runs fine on 87-octane gas.

A five-speed manual transmission on the test car has a light clutch with wide enough gear range to make it practical for city driving. Though I appreciate the drawbacks of a manual-transmission in urban traffic, the gearbox adds a lot of character to the peppy SX4 Sport. I’d recommend it.

Power rack-and-pinion steering has enough assist at low speeds, without too much play on the highway. The chassis feels balanced going through cloverleaf turns at speed. Making quick lane changes at speed is a non-issue.

Standard four-wheel disc brakes stop the car quickly on wet or snow-covered roads. Discs are easier to service than drums, especially for those living in northern climates. Having used a sledge hammer to whack rust ridges off old drum brakes, I can vouch for the fact that replacing drum shoes is not a fun way to spend the weekend.

Ergonomic interior

Except for lacking a center console bin, the SX4 has an almost perfect interior. Adults will be surprised by the amount of head, leg and hip room in the out-board second-row seating positions.

The manual seats are easy to adjust with adequate lower lumbar support. Audio and climate control knobs on the center stack are intuitive, and easy to reach from either front seating position. A twelve-volt power point on the base of the center stack allows passengers to recharge electronic devices on the go. Two shelves below the climate controls hold compact discs or other small items.

A technology package on the test car adds redundant audio and Bluetooth controls on the steering wheel, fog lamps and cruise control. The technology package also upgrades the standard sixteen-inch wheels to seventeen-inch rims and adds an aero body kit.

Side mirrors do a good job of eliminating blind spots to the side and rear of the car. The SX4 has a strange A-pillar configuration: the pillars extend to the front of the car: triangular glass pieces fill the gap between the pillars and side windows.

The arrangement doesn’t make much sense to me except as a money-saving measure. The pillars are annoying because they interrupt the driver’s forward vision, but they don’t create any blind spots.

All four doors have bottle holders that will hold small water bottles. Two cupholders up front and one in the rear are also large enough for water bottles. Though the test car doesn’t have a sunroof, there’s enough ambient light in back to keep second-row passengers happy.

Spacious trunk

A spacious trunk with a pass-through can easily hold groceries and luggage. With the rear seatbacks folded flat it’s possible to shoe a bike frame in back. But passengers who want to carry their bicycles on a regular basis would be much better served by the five-door crossover.

Standard safety

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

MSRP on the test car is $16,539, not including a $695 destination charge. The peppy SX4 Sport is ready to test drives at Suzuki dealerships nationwide.

Likes: An affordable, fun-to-drive compact sedan with standard navigation and electronic stability program. A seven-year, fully-transferable warranty helps the SX4 to maintain its value.

Dislikes: Odd A-pillar design disrupts the driver’s forward vision. A center console bin would add valuable storage space.

Quick facts:

Make: Suzuki
Model: SX4 Sport
Year: 2009
Base price: $15,739
Price as tested: $17,234
Horsepower: 143Hp @ 5800 rpm
Torque: 136 lbs.-ft. @ 3500 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: No
Towing: No
Off-road: No
Comments: Price as tested includes the $695 destination charge.

2009 Cadillac Escalade Hybrid

Two-mode technology gives the Escalade fifty percent better fuel economy in city driving.
By Nina Russin

Last year General Motors rolled out two hybrid sport-utility vehicles, the Chevrolet Tahoe and GMC Yukon, utilizing technology developed jointly

2009 Cadillac Escalade Hybrid

with Chrysler and BMW. This year, the automaker unveils the Cadillac Escalade hybrid: the first full-sized luxury sport-utility vehicle to feature the two-mode system.

The new technology takes gasoline/electric powertrains to a new level by having separate methods of operation for low and high-speed driving. A nickel-metal hydride battery provides power to the electric motors that work in conjunction with a six-liter gasoline engine.

At start-up, the engine operates on all eight cylinders. After about three minutes, the catalytic converter in the exhaust system reaches operating temperature, and the on-board computer takes over.

Active fuel management cuts power to half of the engine cylinders when power demands are low. During city driving, the cars runs on electric power at idle and speeds under twenty-five miles-per-hour. The electric motors restart the gas engine when necessary, eliminating the need for a traditional starter motor.

Although the engine operates on eight cylinders during hard acceleration, electric motors provide enough power to keep the Escalade in four-cylinder mode most of the time. The  hybrid’s city fuel economy is seven miles-per-gallon better than its gas-powered cousin.

On the highway, electric motors extend the intervals during which the car can run on four cylinders. The most amazing thing about the technology is its invisibility to the driver. Were it not for a display in the gauge cluster, the driver would be unaware of shifts between four and eight cylinder operation.

Electronic components save energy

General Motors followed Toyota’s lead, replacing the mechanical steering pump and air conditioning compressor with lighter, more efficient electric components. The electric air conditioning compressor can run independent of the gas engine, to prevent the car from heating up when it’s stopped at a traffic light.

The electric power steering pump is lighter than the hydraulic part it replaces. Since both the compressor and steering pump are self-contained units, they reduce parasitic power loss, improving the gas engine’s fuel economy by half a mile per gallon.

Hybrid powertrain improves low-end torque

Hybrids inevitably win the race out of the toll booth, because electric motors develop maximum torque at extremely low speeds. Getting seventy-five hundred pounds of sheet metal moving is no small feat: making it accelerate from zero-to-sixty miles-per-hour in under seven seconds deserves a standing ovation.

The Escalade is considerably heavier than the Chevrolet and GMC trucks that share the same hybrid technology, decreasing its overall fuel economy by about a mile per gallon in comparison. The additional weight is quite noticeable when cornering. When I took a decreasing radius turn at speed, I could feel the truck pull to the outside in the apex.

Regenerative braking recaptures heat produced by the brakes and uses it to recharge the 300-volt battery pack. The regenerative brakes are separate from the truck’s hydraulic brakes. According to GM engineers, they significantly increase brake pad life for the hydraulic components. They also make the car stop faster when it needs to: a boon for commuters who travel on busy urban roads.

The Escalade has an independent front suspension and link suspension in the rear to enhance its towing capability. The two-wheel drive platform tows up to 5800 pounds, while the four-wheel drive model tows up to 5600 pounds.

Real-time damping automatically adjusts the shocks to smooth out bumps in the road, giving the Escalade the seamless ride Cadillac is known for. Steering feedback is not as precise as it would be on a unibody car with high torsional rigidity, but there’s no excessive play either.

Visibility around the car is good: standard rear park assist sounds an audible alarm when the vehicle approaches obstacles to the back below the driver’s line of vision.

Although available four-wheel drive gives the Escalade enough traction to go off-road, it’s not the best choice for buyers who want to spend a lot of time on rugged trails. Twenty-two inch chromed aluminum wheels wouldn’t last long in the wilderness; nor would the optional running boards that deploy automatically when the doors open.

Seating for up to seven passengers

The Escalade’s plush interior is what one would expect from Cadillac: heated and ventilated first and second-row seats, a 5.1 surround-sound system with standard XM satellite radio, power sunroof, and tri-zone climate control.

There is enough room in the second row for three adults. The center console takes away a little legroom from the center passenger, but the average adult should be fine on a short ride. Both first and second-row passengers get overhead reading lamps. Four ceiling vents keep rear passengers comfortable in hot and cold weather.

Adjustable pedals and a power tilt steering wheel enable shorter drivers to find a safe, comfortable seating position. Redundant Bluetooth, audio and cruise control functions on the steering wheel minimize driver distraction.

A two-piece center console bin stows the headphones and remote for the DVD entertainment system up top, with a separate bin for DVDs below. Multiple 12-volt power points allow all three rows of passengers to recharge electronic devices on the go. There is also a 115-volt outlet in the cargo area.

The battery pack is located under the second-row seats. Though it has no effect on hip, head or legroom for the second-row passengers, the battery pack limits the manner in which the cargo floor can be configured.

Both second and third row seats fold flat using a single lever on the seat cushions. But they don’t create a flat load floor. There is plenty of room to load bicycles in back without removing the third row seats, but the car’s high liftover height and spaces between the seats make it awkward.

Buyers who plan to carry bikes on a regular basis will probably want to install a hitch mounted rack or roof rack. The Escalade comes standard with roof rails, and a rubber step pad on the rear bumper. Optional power running boards ($1095) make it easier for smaller drivers to reach a top rack from the sides.

Standard safety

The Escalade hybrid comes standard with front, side and side curtain airbags, antilock brakes, stability and traction control. A free one-year subscription to OnStar adds automatic police and EMT notification if the airbags deploy.

Hybrid components are warrantied for eight years or 100,000 miles. A four-year, bumper-to-bumper warranty covers all other components,

Base price for the Escalade Hybrid is $70,735, not including a $950 destination charge. Cadillac produces the Escalade at its assembly plant in Arlington, Texas.

Likes: Exceptional fuel efficiency for a full-sized sport-utility vehicle with no compromise in passenger comfort or performance. General Motors’ two mode system works so well that its operation is invisible to the driver.

Dislike: Folding the second and third-row seats flat does not create an uninterrupted cargo floor, making it more difficult to load large items in back.

Quick facts:

Make: Cadillac
Model: Escalade Hybrid 2WD
Year: 2009
Base price: $70,735
As tested: $72,780
Horsepower: 403 Hp @ 5700 rpm
Torque: 417 lbs.-ft. @ 4400 rpm
Zero-to-sixty: 6.8 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Towing: Yes
Off-road: No
Fuel economy: 20/21 mpg city/highway

2008 Mitsubishi Lancer Evolution MR

Rally Cup performance for driving enthusiasts
By Nina Russin

2008 Mitsubishi Lancer Evo

The Evo is one of three Mitsubishi models based on the compact Lancer sedan. The Ralliart which I wrote about several weeks back bridges the gap between the GTS and Evo: more powerful than the base model, but a bunny hill compared to the Evolution.

Powered by a 291-horsepower two-liter MIVEC engine, the compact Evo begs to be driven hard and put away wet. Engineered to meet the rigorous demands of World Rally Cup racing, it’s big on low-end torque, with exceptional steering response, and a super-rigid chassis that stays flat in the gnarliest of corners.

The newest Evo, introduced for the ’08 model year, comes in two grades: GSR and MR. They share the same aluminum, turbocharged engine, but the newer MR features Mitsubishi’s twin-clutch, six-speed automatic transmission, compared to a five speed manual on the GSR.

The six-speed automatic gets slightly better fuel economy than the five-speed manual transmission: seventeen miles-per-gallon in the city versus sixteen for the GSR. The driver can shift the six-speed manually using paddles on the back of the steering wheel, or a floor-mounted shift lever.

Both grades offer a technology option that upgrades the standard audio system to a 650-watt Rockford-Fosgate package, but on-board navigation is only available on the MR. The MR also comes standard with a Bluetooth hands-free phone interface, that the driver can operate using controls on the steering wheel.

Alpha-male performance

There are plenty of compact sedans on the market with compliant suspensions and a quiet ride. The Evo isn’t one of them. Eighteen-inch rims with low-profile tires and Bilstein shocks make it ride like a buckboard, and produce a significant amount of road noise. I find all of this completely acceptable, considering what the car is designed for.

In fact, I applaud Mitsubishi for staying the course: to compromise the Evo’s ride and handling would fly in the face of everything I love about the company.

Mitsubishi is a small car company: unable to match the volume or model range that larger automakers have.  So the company focuses on its strength: niche cars with edgy styling and even edgier performance. The Evo is the epitome of that: it’s unlike anything else on the market.

Rally cup racing is all about quick turns, and bursts of acceleration. The turbocharged, intercooled engine produces 300 foot-pounds of torque, and is durable enough to withstand the heat and contamination that occurs during lengthy races.

An active center differential sends engine power to the wheels with the best traction, while front and rear limited-slip differentials help the driver to maintain directional control on slippery surfaces.

A front strut tower brace, along with front and rear stabilizer bars give the chassis exceptional torsional rigidity. The Evo has as positive an on-center feel as anything I’ve driven.

Forged aluminum control arms and wheels minimize unsprung weight. Curb weight for the MR is just under 3600 pounds, with front-to-rear weight balanced slightly biased towards the front. If the wheels come unglued, the Evo pushes hard in the corners: inexperienced drivers will find it difficult to resume directional control.

Ground clearance is just over five inches. The Evo’s low center of gravity enhances its high-speed performance, but makes it impractical for driving in deep snow or on extreme off-road trails.

Its large rear spoiler is a hallmark of Evo styling. It maximizes downforce to keep the tail end from breaking loose. The spoiler cuts the driver’s rear vision in half, but it doesn’t obstruct his range of vision.

Race-inspired interior

The Evo’s interior reflects World Rally Cup’s requirements to have a driver and navigator: neither of whom have any prior knowledge of the course. The navigator’s ability to direct the driver quickly and without error is crucial to the team’s success.

Although hard buttons control the major audio and climate functions, a mouse on the passenger side operates the optional navigation system. An information screen in the gauge cluster gives the driver average fuel economy and distance to empty, altimeter, barometer, ambient temperature, and vehicle maintenance reminders. The driver controls the information screen using steering wheel-mounted controls.

The optional Rockford-Fosgate audio system includes an in-dash six-CD changer, and downloadable hard drive. The system, which is iPod and MP3 compatible, displays playlists in the large screen at the top of the center stack. The audio upgrade adds Sirius satellite radio with six months of free service.

The interior includes most of the comfort and convenience features buyers look for: a storage bin in the center console, cupholders in the floor console, and bottle holders and map pockets in the front doors. The glovebox is deep enough to hold map books or a small pack. A twelve-volt powerpoint at the base of the center console allows passengers to recharge portable electronic devices. 

Second-row seats in the outboard position have adequate head and legroom. The center console and a floor tunnel restrict legroom in the middle. The Recaro seats up front obstruct visibility, making the second row less pleasant for longer trips.

The trunk is large enough for a week’s worth of groceries or a moderate amount of luggage, but it’s not well suited for larger items. Buyers who want to carry bicycles or other large cargo might want to look at the Outlander: a crossover vehicle with a more versatile cargo bay.

Standard safety

The Evo comes with front, side, side curtain and a driver’s knee airbag, vehicle stability control and antilock brakes. Standard keyless entry allows the driver to enter and start the car using a remote fob. The Mitsubishi system has a mechanical backup key stored in the remote fob if the battery conks out. Since batteries die quickly in the Phoenix summer heat, I think it’s a nice safety feature.

Base price is $38,290, not including a $650 destination charge. The technology option package that adds navigation and the Rockford Fosgate audio upgrade  costs $2550. The Lancer Evo MR is waiting for test drives at Mitsubishi dealerships nationwide.

Likes: An exceptionally nimble sport sedan with excellent steering response and a lot of power.

Dislike: Lack of rear cargo space.

Quick facts:

Make: Mitsubishi
Model: Lancer Evolution MR
Year: 2008
Base price: $38,290
As tested: $41,740
Horsepower: 291 Hp @ 6500 rpm
Torque: 300 lbs.-ft. @ 4400 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: No
Off-road: No
Towing: No
Fuel economy: 17/22 mpg city/highway

Volt Alert

New extended range electric car rolls into dealerships next year.
By Nina Russin

General Motors' E-Flex management team with the Chevrolet Volt at the New York Auto Show

This week, General Motors unveiled the production Chevy Volt: an extended-range electric car that rolls into dealerships late next year. Electric cars are nothing new: early models date back to the mid-1800s. Nor are they new to GM, which produced an all-electric model called the EV1 in the mid-1990s.

What makes the Volt unique is its incorporation of lithium ion battery technology, and its range of up to 400 miles. The Volt, which rolls into dealerships late next year, can run up to forty miles on pure electric power. Top speed is 100 miles-per-hour.

When the battery charge runs out, the Volt automatically shifts to a gasoline-powered electric generator that provides power to the Volt’s electric motor and maintains the battery. The on-board generator gives the Volt its extended range.

Five hundred hours in the wind tunnel

Engineers spent hundreds of hours inside General Motors’ wind tunnel at the Warren, Michigan tech center, in order to minimize the car’s coefficient of drag. Designers began with a one-third scale model that included a detailed underbody and engine compartment. Then they moved on to a full-scale model, to refine the exterior and test the car for wind noise.

Since aerodynamic drag accounts for twenty percent of the energy consumed by the average vehicle, wind tunnel improvements would have a major impact on the Volt’s range.

“There was a time when (car design) was a lot of cake decorating, but now it’s a lot of problem solving,” said Bryan Nesbitt, vice president of design for GM North America. Nesbitt, who coordinated the Volt design team, spoke recently with a group of Phoenix-based journalists about the project.

Using the wind tunnel, designers were able to improve the production model’s coefficient of drag thirty percent over the original concept. Despite that, many design cues from the concept car remain in the production model: its closed front grille, forward stance, rear graphics and outside mirrors.

A rounded front fascia and tapered corners allow air to move around the front of the car, while sharp edges and a rear spoiler deflect air off the rear of the car quickly.

Unique interior requirements

Refining the Volt’s aero exterior was one of several challenges the design team faced.

The interior presented some unique problems as well, due to the size and shape of the battery pack. The T-shaped battery extends from the back of the car into the second row, so rear passengers need to sit outboard of where they would in a conventional car.

The battery pack is roughly six feet long, and weighs over 375 pounds. Its size and weight dictated that the battery be treated as part of the vehicle structure. By locating the batteries in the middle of the car, they are protected against collision damage and temperature extremes.

Designers had to keep the roof low for aerodynamic reasons, yet provide adequate headroom for the rear passengers. The production model accommodates a six-foot, two-inch male in all four seating positions.

Lengthening the car would have improved its aerodynamic efficiency, but it would also add weight. The front-wheel drive chassis is more compact and lighter than rear-wheel drive.

While a two-passenger car might have offered even better fuel efficiency, developers felt  more seating capacity was important to give the Volt widespread appeal.

Nesbitt explained that designers used the “Sam’s Club, Costco model.” In addition to commuting, Volt owners will use their cars to go grocery shopping, pick up supplies for home improvement projects, and go out on the weekends with friends. Buyers want what Nesbitt calls the “emotional security” of a four-seat configuration.

While most new cars have wide squat wheels to enhance performance, the Volt’s must be spindly thin to minimize rolling resistance. At the same time, wheels and tires must provide adequate traction for four-season driving.

Maximizing comfort while minimizing weight

Despite weight considerations, the Volt had to have all of the necessary passive safety features to meet 2013 federal rollover standards, and include the comfort and convenience features Americans expect in a passenger car.

The production model will have touch-screen climate and infotainment controls, and a separate seven-inch touch screen vehicle information display. An optional on-board navigation system also stores music on its hard drive. All models will be Bluetooth compatible

By thinking outside the box, designers were able to maximize interior comfort and minimize weight. For example, heated seats keep passengers warm while solar panels maintain a comfortable temperature when the ignition is off.

Cutting-edge battery technology

General Motors worked with A123 Systems of Massachusetts to develop battery cells to meet the needs of its new electric vehicle architecture. While the Volt uses lithium ion technology, its batteries are not the same as those used in personal computers. They are less affected by cold temperatures, and they last longer.

How much longer? According to engineers’ estimates, the battery pack in the Volt should last ten years. Since engineers only had two years to test their durability, they used a computer program that continuously cycled the batteries, based on the car’s forty-mile electric-only drive cycle. The battery tests took place simultaneously at GM test facilities in Warren, Michigan and Mainz-Kastel, Germany.

Engineers had to gather real-world data as well. They integrated the battery packs into test mules: development vehicles driven in extreme hot and cold temperatures, rain and snow.

Vibration is a major contributor to battery deterioration: the Volt’s battery packs must be able to withstand shaking when the car travels over rough roads.

Home recharging stations

Buyers will be able to recharge their cars at home, using conventional 120-volt outlets. It will take about eight hours to recharge the car using conventional outlets; about three hours if the home is equipped with 240-volt plug-ins.

General Motors is partnering with the non-profit Electric Power Research Institute to accelerate development of an electric car infrastructure that allows owners to recharge their cars at stations outside the home. In addition to the Volt, General Motors will be introducing a plug-in version of its Saturn Vue hybrid.

Reaping the benefits

The Chevy Volt produces zero emissions when the car is running on pure electric power. In addition to doing something good for the environment, buyers will see financial benefits, since the cost of electricity per mile is about a fifth the cost of gas.

General Motors will build the new Chevy Volt at its Detroit-Hamtramck manufacturing facility.

2009 Honda Pilot 4WD Touring

Second-generation crossover vehicle is safer and more fuel efficient
By Nina Russin

Honda isn’t the biggest car company in the business: compared to giants

2009 Honda Pilot Touring

like Toyota and General Motors, Honda is almost a niche player. But its owners are among the industry’s most loyal. Getting behind the wheel of the new Pilot crossover vehicle, it’s easy to see why.

As soon as I got behind the wheel, I noticed five features that elevate the Pilot above many of its competitors. To start, it holds eight passengers, but it doesn’t make a relatively small driver like myself feel like a Lilliputian aboard the big ship Gulliver.

The steering wheel is small enough in diameter to work ergonomically for a woman. The shift lever on the instrument panel is easy to reach. Above the glovebox, there’s a divided shelf for holding small electronic devices. Inside the center console bin, a 12-volt and 115-volt powerpoint charge everything from PDAs to computers on the go. And the mouse control for the standard navigation system is completely intuitive.

Power comes from a 3.5-liter V6 engine with variable cylinder management: Honda’s first application of the system on a four-wheel drive vehicle. When power demands are low, the on-board computer cuts power to two or three cylinders to save gas.

The car runs on all six cylinders at start-up, or during hard acceleration. When the Pilot is cruising at low speeds, it runs on three cylinders: at higher speeds or during moderate acceleration, it runs on four.

An “eco” indicator in the gauge cluster tells the driver when the system is activated. It works so well, that I was able to keep the car in eco-mode while driving eighty miles-per-hour on the highway.

A five-speed automatic transmission shifts seamlessly. Except for its size, the Pilot’s ride and handling are quite similar to the Accord sedan.

On-demand four-wheel drive

Technically, Honda’s four-wheel drive system is all-wheel drive, since the Pilot lacks a two-speed transfer case. The system automatically transfers power to the rear axle during hard acceleration for better handling. It delivers power to the wheels with the best traction in wet or snowy weather, as well as off-road.

The Pilot has eight inches of ground clearance: plenty to clear most obstacles on a dirt road or trail. Generous approach and departure angles allow the Pilot to climb and descend steep hills without hitting the bumpers. Standard hill start assist prevents the truck from slipping backwards when the driver accelerates from a stop on a steep hill.

A lock button on the instrument panel maximizes traction when the vehicle gets stuck in mud or snow. It works by engaging a compact transfer case bolted to the front transaxle: the transfer case sends engine power directly to a rear-axle drive unit.

Front and rear wipers keep the windshield and tailgate glass clean in the rain and snow.

Rearview backup camera protects small children

A standard rear backup camera displays a wide angle image to the rear of the vehicle whenever the driver shifts into reverse.

The system makes it easy to back the Pilot into a standard parking spot. It also displays objects below the driver’s sightline: a safety feature for parents whose small children may not be visible in the driveway.

I’m not a huge fan of car-based navigation systems, since there are much less expensive aftermarket products that serve the same purpose. But of all the car-based systems, Honda’s is one of the best. It calculates routes very quickly: ditto for rerouting drivers who get lost or need alternate paths around traffic.

Every passenger counts

All three rows of passengers have the basic amenities that make travel by car pleasurable: head, shoulder and legroom, ambient light,, and available overhead light. A standard DVD rear entertainment system comes with three headphone jacks, so parents can enjoy XM radio up front while the kids in back watch videos.

Tri-zone climate control has separate temperature knobs for the driver and front passenger, and another set of controls in back of the center console for second-row passengers. Ventilation is excellent in the first two rows. There are no vents in the ceiling or back row, which could be a problem for third-row passengers on a warm day.

A lever on the outboard side of the second-row seatbacks folds them forward and moves the seats about a foot, to create a larger access and egress path to the third row. I had adequate leg and headroom in the outboard third-row seats.

Second-row seats have ample head, leg and hip room for three passengers. All four doors have multiple map pockets: the rear doors also have bottle and cupholders.

Standard heated front seats keep the driver and front passenger warm in the winter. A power adjustable lumbar in the driver’s seat provides exceptional lower back support. Two memory positions allow multiple drivers to share the car.

Cruise and redundant audio controls on the steering wheel reduce driver distraction. The mouse at the base of the center stack controls audio system settings, vehicle information and the navigation system. Separate buttons and knobs for temperature, fan and radio settings make for quicker access.

A digital display in the middle of the gauge cluster shows odometer and trip meter readings. Black lettering on a white background is easier on the eyes than the typical orange-on-black graphics.

The standard audio system is Dolby surround-sound, with ten speakers, a six-disc in-dash CD player and XM satellite radio. The Pilot is Bluetooth compatible: controls on the steering wheel allow Californians to comply with new safety legislation prohibiting drivers from using hand-held phones.

An overhead sunglass holder also has a conversation mirror, so parents can keep an eye on the kids in back.

Versatile cargo area

Both second and third-row seats fold flat to extend the cargo floor. It’s a simple operation utilizing levers on the seatbacks. With both rows of seats folded flat, the Pilot can hold several bicycles or other large cargo in back.

A power liftgate makes it easier to load in the weekly groceries. Despite its high ground clearance, liftover height is fairly low. A rubber step pad on the back bumper helps passengers get up top. Roof rails are standard on the Touring grade.

Standard safety

The Pilot comes standard with electronic stability and traction control. A button on the instrument panel disables the stability control, allowing the wheels to spin if the driver needs to climb out of a snow bank.

Other standard safety features include active front headrests, four-channel antilock braking, front, side and side curtain airbags.

Honda builds the Pilot at its assembly plant in Lincoln, Alabama

Likes: An eight-passenger crossover vehicle with better-than-average fuel economy, along with excellent handling and performance. Available four-wheel drive enhances traction in snow and mud. Second and third-row seats fold completely flat and flush, to create a long, flat cargo floor.

Dislikes: None

Quick facts:

Make: Honda
Model: Pilot
Year: 2009
Base price: $39,995
As tested: $40,665
Horsepower: 250 Hp @ 5700 rpm
Torque: 253 lbs.-ft @ 4800 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
Fuel economy: 16/22 mpg city/highway
Comments: Base sticker price does not include a $670 destination charge.

2009 Pontiac G8 GT

Sport sedan with a European attitude
By Nina Russin

2009 Pontiac G8

The G8 is Pontiac’s answer to the 3-Series: a mid-sized sport sedan in the European tradition. Engineers validated the G8 at Germany’s famed Nurburgring race track, proving that the G8 is more than a pretty face.

As euro values escalate, the G8 offers buyers a more affordable alternative to its German competitors. Base price is just over $30,000.

Pontiac raises its internal bar

For years, the Pontiac moniker has been synonymous with performance, but of a different sort. I remember the GTOs of the 1960s: some of the greatest muscle cars ever produced. Pontiac Firebirds weren’t half bad either.

Both models had an overabundance of power under the hood but lacked the refinement to rival what was coming out of Europe. Though exterior styling was iconic, inside the cars lacked character. There was a lack of finesse in ride and handling as well: too much gear lash, poorly tuned suspensions, etc.

All of that changed with the G8. It’s stylish in a way that will stand the test of time, solid, and powerful. The GTO was the king of the dragstrip: the G8 is a true GT: a grand tourer tuned for high-speed driving.
Three high-performance powertrains

The test car is the GT grade: the volume-leader perched between the base V-6 model and upscale GXP. Power comes from a 361-horsepower V-8 engine and six-speed automatic transmission.

An active fuel management system cuts power to half the engine cylinders when engine loads are low to improve fuel economy. Despite that, gas mileage is rather poor: about 18 miles-per-gallon on average.

Standard performance features on the rear-wheel drive sedan include a sport-tuned fully independent suspension, limited slip rear differential, variable rack-and-pinion steering, and stabilitrak stability control.

A sport package adds aluminum pedals, and upgrades the standard eighteen-inch wheels to nineteen-inch rims with summer performance tires ($600). All grades come with standard front and rear disc brakes with four-channel antilock braking.

All-business exterior

Pontiac exteriors have always turned heads: the G8 has fit and finish to match its wow factor. Up front, a Pontiac logo sits in the center of a dual port grille. Dual air scoops help the naturally-aspirated engine breathe, as do dual stainless exhaust tips.

Designers pushed the wheels as far to the corners as possible to enhance stability in the corners. The optional wheels and low-profile tires create large contact patches with the road.

Driver-focused interior

The G8 may have the nicest interior I’ve ever seen Pontiac produce. Gone are the myriads of oversized buttons cluttering up the instrument panel. Ditto for tall gearshift levers with ungainly-large shift knobs.

A premium package on the test car upgrades the standard cloth to perforated leather seats with six-way adjustments and seat heaters up front ($1,250). Seat bolsters are big enough to hold the driver and front passenger in place, without interfering with access and egress.

Power window controls and mirror adjustments are on the floor console where they are easy to reach from either front seating position. A large center console bin has a 12-volt power point for recharging electrical devices: there is a second power point at the base of the center stack.

A gate-style shift lever on the floor has manual gear select options. Redundant audio controls on the steering wheel minimize driver distraction. The standard audio system includes an AM/FM radio, CD changer and MP3 plug-in. XM satellite radio is standard with three months of complimentary service.

Standard Bluetooth connectivity allows gives the driver hands-free phone access. The Bluetooth system is integrated into the OnStar system, that automatically alerts police and medical personnel if the airbags deploy.

Audio and dual-zone climate controls on the center stack are simple and easy to reach. The G8 has an exceptionally large glovebox with a shelf for storing car documents. All four doors have map pockets with molded bottle holders.

An optional power sunroof ($900) brings extra ambient light into the back of the car. The outboard second-row seating positions have ample head, shoulder and legroom. A tall transmission tunnel impinges on legroom for the center seating position.

Second-row passengers get separate air vents, located in the back of the center console. The middle seat folds flat to produce a work surface with two cupholders. The pass-through extends the cargo floor for holding skis or golf clubs.

Solid, confident performance

Pontiac engineers used a high percentage of high-strength steel throughout the unitized body structure, giving the G8 a high level of torsional rigidity. The stiff body structure translates to exceptional steering feedback, and a very positive on-center feel.

The engine is located low and rearward in the chassis cradle to give the car a low center of gravity for better cornering, and a weight balance close to 50/50. I took the car into a couple of decreasing radius turns to see if I could break the back end loose. The G8′s rear axle stayed glued to the road.

Rubber suspension mounts minimize noise and vibration inside the passenger cabin. There is no noticeable wind noise around the windshield or outside mirrors. The suspension provides a crisp ride without beating up the driver and passengers.

Visibility to the front and sides is good. The side mirrors are small enough to not obstruct the driver’s view merging onto the highway. There are rather large blind spots to the rear. I can’t tell if this is due to the shape of the mirrors, or the width of the car’s rear pillars.

Deep long trunk

The G8 trunk is too shallow to be bicycle friendly, but it’s deep enough to hold quite a bit of luggage. A standard cargo net keeps grocery bags in place. A standard trunk latch release on the remote fob makes it easier to load cargo in back.

Standard safety

All grades come with front, side and side curtain airbags, electronic stability program, traction control and antilock braking. The G8 has yet to undergo federal crash tests.

Pontiac builds the G8 at its Elizabeth, Australia assembly plant.

Likes: A sport sedan with exceptional power and performance; the G8 can hold its own against similar products from Germany.

Dislikes: Large blind spots to the rear. Poor fuel economy.

Quick facts:

Make: Pontiac
Model: G8 GT
Year: 2009
Base price: $30,675
As tested: $34,110
Horsepower: 361 Hp @ 5300 rpm
Torque: 385 lbs.-ft. @ 4400 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: No
Off-road: No
Towing: No
Fuel economy: 15/24 mpg city/highway

2008 Lexus IS F Four-Door Sedan

Sport sedan with race-inspired performance
By Nina Russin

2008 Lexus IS F

The original IS sedan was Lexus’ answer to the tuner car, embracing millennial styling, with performance to match. Succeeding models were more upscale and slightly less youthful, appealing to customers who want something sportier than a GS, and competing against the likes of the Acura TSX, BMW 3 Series, and Audi S4.

The IS F takes the concept further upscale, with enhanced performance to match. The “F” in the model designation stands for Fuji Speedway: the car’s home circuit.

As the first production model to wear Lexus’ F marque, the IS F is a poster child for Formula 1-inspired technology. Power comes from a 416-horsepower eight cylinder engine and eight-speed automatic transmission.

The IS F sits an inch lower than other IS models to enhance its high-speed performance. It rides on nineteen-inch wheels with extremely low-profile tires and stops on a dime, courtesy of fourteen-inch drilled Brembo rotors.

It also employs the manufacturer’s cutting-edge safety technology, including adaptive cruise control, pre-collision warning system and park assist.

All of this technology comes at a price: $56,000 for the base model, $3,300 for the enhanced safety features, and a $765 delivery charge.

Designed for the driving enthusiast

The IS F is an active lifestyle vehicle if the activity is driving for sport, or a sport which requires little to no gear. The smallish trunk has a pass-through to load in golf bags, but it won’t hold a bicycle. To mount a bike up top would mean destroying the aerodynamics that engineers took such pains to perfect.

On the other hand, the IS F works well as a weekend race car with civilized enough manners to make it practical for everyday use. It has enough room in the back seat for two small adults.

It also gets pretty good fuel economy for a car with a five liter engine. I averaged twenty-one miles per gallon in city and highway driving.

The ride is rather harsh due to the big wheels and stiff suspension. But the interior is remarkably devoid of road noise, and the front two seating positions are quite comfortable on extended trips.

Driver-focused cockpit

Though it seats four, the IS F works best as a two-passenger car. The instrument panel wraps around the driver and front passenger similar to an airplane cockpit, with an attractive gauge cluster and intuitive comfort and convenience controls.

Front seats have ten-way power adjustments with seat heaters for the cold weather. Side bolsters hold the driver and front passenger in place without restricting access and egress. Three memory settings allow several drivers to share the car.

A tilt and telescoping steering wheel enables smaller drivers to maintain a safe distance from the front airbag, and position the wheel low enough to stay below their line of vision. Backlit gauges are easy to read, displaying oil temperature and voltmeter settings, as well as speed and tachometer.

Standard keyless ignition allows the driver to enter and start the car without removing the ignition fob from his pocket. A start button on the instrument panel brings the engine to life. Paddles on the steering wheel let the driver shift manually, or he can opt for automatic mode, and let shift logic do the job for him.

A large screen in the center stack displays a wide-angle view to the rear when the driver shifts into reverse: part of the park assist technology. The system also sounds audible warnings when the driver moves too close to an obstacle in one of the car’s blind spots.

The rear backup camera is part of a navigation option package ($3990) that also includes an upgraded Mark Levinson audio system. Mark Levinson established its reputation for high-end home audio systems: the company has been a supplier to Lexus for many years.

A screen in the center stack displays navigation system maps, audio and climate control settings. Separate knobs in the center stack allow the driver to adjust the temperature and fan settings without modifying the display.

Bottle holders in the front doors and cup holders in the floor console hold enough beverage containers to keep front-row passengers happy.

Begs to be driven hard

I had the IS F for a week of driving in and around Phoenix. Since I hadn’t scheduled any track time, I headed south out of town to a deserted stretch of road where I could push the sedan’s performance envelope.

The only way to truly appreciate what the IS F is capable of is to take some long sweeping turns at speed. Only then can the driver feel the wheels glued to the pavement, and the chassis hunker down as it moves through corners.

The suspension which feels harsh in stop and go traffic keeps the car completely flat in the turns. Steering response is excellent: the driver can feel all four corners of the car.

The brakes stop the car hard without being grabby. Jounce bumpers on the front and rear suspension keep the nose of the car from diving when the driver brakes hard.

Passive safety features protect city drivers

The IS F has an electric steering pump in place of a mechanical booster: a similar setup to the Toyota Prius. Engineers used the same vehicle dynamics management system that they do on their hybrids, integrating steering, vehicle stability control, traction control and antilock brakes. Together, these features help the driver maintain directional control on wet and uneven surfaces.

Laser dynamic cruise control uses a laser sensor to determine the position of the vehicle ahead, and maintain a preset following distance. It’s a great technology whose only drawback is cost: I hope to see it trickle down to more affordable vehicles.

A pre-collision system uses the same sensors to determine if a collision is imminent. After signaling the driver, it automatically applies the seatbelt pre-tensioners and primes the brakes to minimize the impact and the potential for injury.

The IS F also comes standard with front, side, side curtain, and knee airbags for both front passengers. Standard bi-xenon headlamps emit a longer light beam that is brighter and closer in color to daylight than conventional beams.

The sporty IS F is available for test drives at Lexus dealerships nationwide.

Likes: Outstanding high-speed performance from a car that can double as a daily commuter. Innovative safety features such as dynamic cruise control and collision warning make the IS F as safe as it is fun to drive.

Dislike: The stiff suspension and low-profile tires produce a ride that may be too harsh for some customers.

Quick facts:

Make: Lexus
Model: IS F
Year: 2008
Base Price: $56,000
As tested: $64,278
Horsepower: 416 Hp @ 6600 rpm
Torque: 371 lbs.-ft. @ 5200 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: Standard
Bicycle friendly: No
Off-road: No
Towing: No
Fuel economy: 16/23 mpg city/highway

2009 Mitsubishi Lancer Ralliart Sedan

Affordable compact for driving enthusiasts
By Nina Russin

The world is full of hot-looking, fun-to-drive cars, a fraction of which are

2009 Mitsubishi Lancer Ralliart Sedan

affordable to the average buyer. The new Mitsubishi Lancer Ralliart sedan is one of those rare animals.

The Ralliart bridges the gap between the base Lancer 2.4 GTS and the Lancer Evolution. Like the more expensive Evo, the Ralliart has an all-wheel drive powertrain that maximizes traction on snow-covered or unimproved roads.

A turbocharged 237 horsepower engine and twin-clutch automatic transmission are ideal for producing quick bursts of speed that rally cup drivers need. The driver can choose gears manually using paddles on the steering wheel, or let the six-speed gearbox shift automatically.

A sport suspension with front and rear stabilizer bars keeps the chassis flat in the corners. Eighteen-inch wheels with low-profile Yokohama summer tires aren’t very forgiving, but they do keep the car glued to the pavement.

Inside, optional Recaro seats have deep side bolsters to hold the driver and front passenger in place during hard cornering. Four-wheel disc brakes with four-channel antilock braking stop the car on a dime.

Mean looking grille and a really big spoiler

Rally cup cars seem to be all about the spoiler. The Lancer Ralliart is no exception: the rear spoiler is tall and wide enough to impact the driver’s rear view.

The grille is pretty mean looking too: it reminds me of Johnny Rotten’s smile: a big wide gap at the bottom of the face, without much in the way of teeth. Since I’m old enough to remember Johnny Rotten, I’m a little too old to love this type of styling; but I respect it. In a world full of plain vanilla sedans, the Lancer Ralliart is a cherry bomb.

Sporty interior

Inside, the Ralliart looks the way a sport sedan should. The Recaro seats are covered with a dark charcoal cloth upholstery. The leather-wrapped steering wheel and shift knob have contrasting white stitching.

The second-row seats have enough legroom in the outboard positions for average adults: there is very little room in the middle position due to a tunnel through the floor. The tall Recaro seatbacks obstruct the back passengers’ forward view, making the area seem rather claustrophobic.

A digital readout in the middle of the gauge cluster displays ambient temperature, fuel, odometer and trip meter readings. A larger screen at the top of the center stack shows the optional navigation display and audio settings.

The Recaro sport package adds a Rockford Fosgate premium sound system with big enough woofers to send a jolt up the spine on every base note. The audio system comes with Sirius satellite radio, including six months of free service, and is MP3 compatible.

A large glovebox is can easily hold a purse or small pack. There is a twelve-volt outlet at the base of the center stack, and a 120-volt plug-in inside the center console bin. Two cupholders in the floor console are big enough to hold water bottles.

Rallying up to the north country

It’s criminal to have a car like the Ralliart and not drive it hard. For me, that means heading up to the north country, to test the sedan’s performance on some mountain roads.

Despite its powerful engine, the Lancer Ralliart gets decent gas mileage. I averaged about twenty-four miles per gallon in the city and driving the car hard on the highway.

Turbocharging enhances the Ralliart’s fuel economy since it makes the engine breathe better. It also gives it better performance at altitude. The car had no problems accelerating hard up hills at about 5,000 feet.

When used in fully-automatic mode, the transmission shifts fairly hard. There’s a lot of shift shock, especially off the line. But I can almost forgive that, since the car is designed for a type of racing that requires a lot of low-end torque.

The paddle shifters are big enough to get at from almost any point on the steering wheel. I found the offset of the accelerator pedal uncomfortable when I held it at a constant speed for a prolonged period: putting the left foot on the dead pedal helped make the position a little less awkward.

The low-profile tires and sport-tuned suspension give the car a firm ride, but produce less road noise than I expected. During hard acceleration, the exhaust lets out a pleasant rumble.

An active center differential automatically sends power to the wheels with the best traction. It’s not something most drivers will notice on dry, paved roads, but it makes a big difference on wet roads and in dirt.

Visibility to the front and right side of the car is excellent: there is a fairly large blind spot to the rear of the driver’s side. Despite the spoiler, visibility out the back is pretty good. High intensity discharge headlamps that come with the sport option package improve visibility on unlit rural roads at night.

Except for the hard shifting, the Ralliart is quite civilized in stop-and-go traffic. Braking is firm and linear without being grabby. There is plenty of steering assist at low speeds: the car is quite easy to back into a parking space.

Small trunk

The sedan’s trunk is adequate for holding groceries or luggage, but it’s neither long nor deep enough for larger items. Cyclists would need to install a separate rack: ditto for those planning to haul surfboards, skis, or other long items.

Standard safety

The Ralliart comes standard with front, driver’s knee, side and side curtain airbags. Active stability control, traction control and antilock braking prevent excessive yaw, wheel spin or lockup from affecting the driver’s directional control.

Base price is $26,490, not including a $675 destination charge. Mitsubishi produces the Lancer Ralliart at its assembly plant in Kurashiki, Japan.

Likes: Handling and performance the rivals much more expensive sport sedans, with better-than average fuel economy.

Dislikes: Small trunk; blind spot to the rear on the driver’s side.

Quick facts:

Make: Mitsubishi
Model: Lancer Ralliart
Year: 2009
Base price: $26,490
As tested: $29,915
Horsepower: Est. 237
Torque: Est: 253 lbs.-ft.
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle-friendly: No
Off-road: No
Towing: No
Fuel economy: 17/25 mpg city/highway