2009 Subaru Legacy Spec B

Rally cup technology adds spice to Subaru’s all-wheel drive heritage.
By Nina Russin

2009 Subaru Legacy Spec B

The Legacy started out as Subaru’s luxury sedan. While the six-cylinder Limited model continues to fill that square, the automaker has added a high-performance Spec B grade to appeal to driving enthusiasts.

A turbocharged four-cylinder engine offers more spirited performance than the naturally aspirated six cylinder. The Spec B is the only Legacy available with a six-speed manual transmission, giving the driver better control of the engine.

A software program called SI Drive modifies throttle response to match the driver’s style and the terrain. The intelligent setting has the softest throttle response for driving in wet weather or to conserve fuel, while the sport sharp mode maximizes torque. The sport setting fills the middle space, combining quick throttle response with better fuel economy.

Wolf in sheep’s clothing

Part of the Legacy Spec B’s appeal is that it doesn’t look like a tuner car. With the exception of its functional hood scoop and larger wheels, the exterior is the same as the more sedate 3.0R grade.

The five-passenger sedan also offers more interior space than the rally-inspired WRX. The Legacy Spec B can take the boss and his cohorts out to lunch on Friday, and go club racing at the track over the weekend.

Turbocharged engines offer environmentally-conscious drivers a lot to love, because they burn fuel more efficiently and reduce emissions. An exhaust-driven blower forces air into the engine, enhancing its power, and reducing the amount of unspent fuel that comes out of the exhaust.

Turbocharging significantly improves high-altitude performance as well, by increasing the flow of oxygen through the engine. Engines are like athletes: the better they breathe, the faster they can go. Turbines gives small engines the power of much bigger ones, improving the car’s power-to-weight ratio.

The six-speed manual transmission includes a reverse lock-out ring for racing. Gears have ample range for stop-and-go driving. The clutch has enough pedal feel for the track, while being light enough for the daily commuter.

Visibility all the way around the car is excellent. I was impressed by how easily I was able to see cars in the rear corner of the driver’s side: an area often obscured by the car’s rear pillars.

A Bilstein sport suspension keeps the chassis flat in the corners. Eighteen-inch wheels with low profile tires provide large contact patches with the ground. The Spec B comes with four-wheel disc brakes and four-channel antilock braking.

Exceptional winter performance

People who live in the snow belt will find the sporty Legacy an especially appealing package, since all-wheel drive is standard. The car’s boxer engine is inherently balanced, helping the driver to maintain control of the car on wet and snow-covered roads.

Summer performance tires come standard on the Spec B. Since the tires are designed specifically for warm weather driving, buyers who plan on driving in the snow should expect to fork out some extra cash for winter tires and a set of inexpensive wheels to mount them on.

Standard vehicle dynamics control and traction control prevent excessive wheel spin, and monitor the car for excessive yaw. If the driver starts to lose control, the computer automatically cuts engine power and uses the brakes to get the car tracking straight again.

Spacious interior

The Legacy can comfortable hold four adults. The outboard second-row seats have a surprising amount of legroom. A tunnel through the floor and the center console bin severely limit room in the middle seating position.

Alcantara seat inserts hold passengers in place when the driver drops the hammer. Both front seats also have aggressive side bolsters. A cold weather package adds front seat heaters, heated outside mirrors and a windshield wiper de-icer.

The steering wheel is relatively small, making it easier for women to use. A tilt and telescoping function allows smaller drivers to maintain a safe distance from the front airbag.

Redundant audio and cruise control settings on the steering wheel keep the driver focused on the road. The driver can use paddles to switch the SI drive system between modes, as well as a rotary knob on the center console.

The center stack is well configured for both front passengers. A DVD-based navigation system is standard on the Legacy Spec B, as is an upscale Harmon Kardon audio system. A Sirius satellite radio kit adds $456 to the base price.

For whatever reason, the radio didn’t work particularly well in the test car. I’ve learned to expect the signal to cut out when the car passes under bridges or goes through a tunnel, but this one cut out more than most, often when there was no obvious obstruction.

Dual temperature controls allow both front passengers to find a comfortable temperature. There are plenty of cupholders and small cubbies for both rows of passengers. The glovebox has an extra shelf to hold the owner’s manual and registration documents, freeing up space for maps and other paperwork in the main part of the bin.

The Legacy’s trunk is too small to hold a bicycle, but large enough for golf bags, luggage and groceries. A storage area under the cargo floor has small compartments for stashing valuables out of sight. Optional cargo nets add smaller spaces to either side of the trunk for grocery bags and other small parcels.

Fuel economy for the Spec B averages about twenty miles-per-gallon for city and highway driveway. The turbocharged engine requires premium fuel.
Subaru builds the Legacy at its assembly plant in Lafayette, Indiana.

Likes: A high-performance, all-wheel drive car with enough interior space for four passengers. The Spec B is a great choice for driving enthusiasts who need all-wheel drive for winter driving.

Dislikes: Satellite radio on the test car cut out a lot.

Quick facts:

Make: Subaru
Model: Legacy Spec B
Year: 2009
Base price: $34,595
As tested: $35,780
Horsepower: 243 Hp @ 6000 rpm
Torque: 241 lbs.-ft. @ 3600 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
Comments: Base price does not include a $665 delivery charge.

2008 Kia Sorento EX 4X4

Mid-sized sport-utility vehicle with full off-road capability
By Nina Russin

2008 Kia Sorento

Though it’s one of the older models in Kia’s stable, the mid-sized Sorento is a good choice for families with active lifestyles. First introduced in 2002 as an ‘03 model, the Sorento is a value-priced alternative to the luxury Borrego.

Its durable body-on-frame chassis tows up to five thousand pounds, and when equipped with four-wheel drive, has the ability to negotiate serious off-road trails.

The four-wheel drive Sorento comes in two grades: the base LX and upscale EX (tested). Last year Kia introduced a new, more powerful V-6 engine for the LX. The EX retains the 3.8-liter block from former models.

Paired up with a standard five-speed automatic transmission, the larger V-6 provides good power and a smooth ride. It lacks the fuel economy of competitive offerings with six-speed automatic transmissions, especially on four-wheel drive models. Average fuel economy for the test car is seventeen miles-per-gallon.

Engineered for off-road durability

Body-on-frame construction has the advantage of durability when compared to unibody vehicles, although that can come at the expense of a rougher ride. The ladder frame that the Sorento is assembled on is rigid enough to withstand the kind of torsional stress that occurs on off-road trails. The ladder frame also makes it better suited for towing.

Having taken the Sorento on some nasty off-road trails, I can vouch for the model’s off-road capability. Standard underbody skid plates protect sensitive parts of the chassis from rock damage.

A full-sized spare adds a little weight, but also gives drivers the security of having a real tire should they get a puncture. A standard hitch makes the Sorrento trailer-ready out of the box.

Viable commuter car

With the exception of its rather poor gas mileage, the Sorento is a viable everyday car for urban commuters. A luxury package on the test car replaces the standard part-time four-wheel drive with a full-time torque-on-demand system ($3000).

The same option upgrades the standard cloth seats to leather and adds seat heaters, a sunroof, a premium audio system, and alloy wheels. The option includes a lot of content for the money, but it isn’t necessary for people who can live with the simpler interior.

The low gear range on the part-time four-wheel drive system provides the low gears and torque for true off-road driving. Buyers who live in areas with bad winter weather will benefit most from the full-time system: an on-board computer detects wheel slippage and automatically transfers engine power to the axle with the best traction.

The Sorento has an independent front suspension and solid rear axle: the five-link rear end gives the driver better control when towing. Although some solid axle trucks have a rough ride, I find the Sorento’s suspension quite compliant.

Power rack-and-pinion steering is responsive at all speeds. The Sorento’s thirty-five foot turning radius makes it fairly easy to do the occasional U-turn.

A thick C-pillar makes for a rather large blind spot towards the rear. The rear wheel restricts access and egress to the second-row seats, which could be an issue for larger families.

Curb weight on the EX 4X4 is almost 4300 pounds: the four-wheel drive mechanism adds about two hundred pounds to the truck. Its weight makes the Sorento feel heavy on the highway. The engine seems a little anemic during hard acceleration into highway traffic, or when passing other vehicles at speed.

Four-wheel disc brakes with four-channel antilock braking stop the Sorento in a firm, linear fashion without being grabby. As with all of its current models, engineers made safety a priority. The Sorento comes with standard electronic stability and traction control as well as side curtain airbags.

Well configured interior

Kia did a great job of giving us active types the features we need inside a car: multiple powerpoints, a compass and ambient temperature display, cupholders big enough for water bottles, and enough small storage bins to stash books and maps.

An eight-way power driver’s seat has plenty of lower back support to make the Sorento comfortable on longer trips. Keyless entry, air conditioning, power windows and door locks are standard on the EX grade.

The second-row seats have enough legroom in the outboard positions for average adults, though taller people may feel cramped. The center console restricts legroom in the center position, especially if passengers are using the cupholders that flip out in back.

The rear seat folds flat to extend the cargo floor. To fold the seatbacks flat, the driver must first flip the seat bottoms forward and remove the headrests. It’s not a difficult operation, but the extra steps add a measure of time that may bother some owners.

A storage area under the cargo floor is a great place to hide valuables at the trailhead. Tie-down hooks in the cargo area make it easier to secure large items. a standard tonneau cover keeps items in back away from prying eyes.

Flip-up glass on the liftgate allows the driver to load in smaller items easily. Standard roof rails make it easy to add a bike rack or external luggage carrier. There’s a rubber step pad on the rear bumper to make it easier to reach the roof.

Industry leading warranty

Kia continue to offer buyers its ten-year/100,00 mile warranty that includes five years of roadside assistance. The Sorento received five-star federal safety ratings for frontal and side-impact protection, and a four-star rating for rollovers.

Base price on the test car is $26,195, not including a $700 destination charge. The Sorento is on display at Kia dealerships nationwide.

Likes: A mid-sized sport-utility vehicle with true off-road capability and towing up to 5000 pounds. The Sorento is one of the best values in the mid-sized sport-utility segment. It received excellent scores in federal safety tests, and comes standard with side-curtain airbags and electronic stability control.

Dislikes: Fuel economy for the four-wheel drive model is not very good. The second-row seats are time consuming to fold flat, since the operation requires flipping the seat bottoms forward and removing the headrests.

Quick facts:

Make: Kia
Model: Sorento EX 4X4
Year: 2008
Base price: $26,195
As tested: $30,095
Horsepower: 262 Hp @ 6000 rpm
Torque: 260 lbs.-ft. @ 4500 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle-friendly: Yes
Towing: Yes
Off-road: Yes
Fuel economy: 15/20 mpg city/highway
Comments: Base price does not include a $700 destination charge.

Cold Weather Driving Strategies

The right tires and a few simple skills can reduce the odds of a fender-bender.
By Nina Russin

Photo courtesy of Volvo

When I lived in Chicago, I was always amazed by the way drivers behaved during the first winter storm. The dozens of fender benders suggested that none of these people had ever driven in snow.

While some accidents are unavoidable, drivers can improve the odds of making it through winter unscathed by using the right equipment and learning a few handling techniques.

Not all cars are created equal

All-or four-wheel drive cars are ideal for winter driving, since engine power automatically goes to the wheels with the best traction. Front-wheel drive cars have better traction than rear-wheel drive, since most of the vehicle’s weight is over the drive axle.

On the other hand, front-wheel drive cars are harder to regain control of once they start to skid. While rear-wheel drive cars tend to oversteer or fishtail, front-wheel drives cars understeer or push into the corners.

If a rear-wheel drive car starts to fishtail, it’s pretty easy to straighten out the back end by pushing down on the gas pedal.

When a front-wheel drive car drifts into understeer, the driver needs to lift off the accelerator, but not apply the brakes. Braking when a front-wheel drive car goes out of control further upsets the chassis. After lifting off the gas, straighten out the steering wheel to resume directional control.

Rear-wheel drive cars need electronic stability control

The problem with rear-wheel drive cars on wet roads is that the bulk of the vehicle’s weight is over the front axle, rather than the rear drive axle. When I was a kid, it was common practice to put a couple big bags of road salt in the trunk to add weight to the back of the car.

These days, vehicle stability control, traction control and antilock braking do a much better job of maintaining directional control than the old salt bags. Drivers who enjoy the performance of rear-wheel drive cars should look for these features if they’re planning to drive those cars in winter weather.

Invest in winter tires

A car’s safety system is only as good as the four contact patches that the tires make with the pavement. Investing in a good set of winter tires makes a huge difference in handling, especially for rear-wheel drive cars.

All-season radials are the cross-trainers of the tire world. They are designed to function in a wide variety of temperatures and road conditions. While they provide acceptable performance for year-round driving, they can’t provide the traction of tires compounded specifically for winter.

Winter tires are made of rubber that stays soft in extreme cold temperatures. They also contain silicon compounds that stick to the snow, so the tires can channel it out of the car’s way.

The tread pattern on a winter tire has more void areas than an all-season radial. A void area is a gap in the tread that gives snow and mud a place to go. Sipes are small rubber blades in the tread that scrape moisture off the road to enhance traction.

Since winter tires are compounded for cold temperatures, drivers need to remove them and use separate treads in the summer. I recommend buying an inexpensive set of wheels to mount the winter tires on: it makes it easier to change over in the fall and spring, and prevents the tire beads from breaking down.

The best place to shop for tires is online: buyers have many more options, and access to information about the newest technology. 

The Tire Rack carries of the major brands: the company has its own test facility where professional drivers evaluate new products, and its web site contains an exhaustive amount of information for the consumer. With few exceptions, their prices are more competitive than local retailers.

Buyers can find a local installer online, and have their tires drop shipped directly to the installation shop. The Tire Rack uses a star rating system and includes consumer reviews of all its local installers.

Driving schools

Driving schools are the best place to learn how to handle a car in winter weather. Practice makes perfect: the only way to learn how to get out of a skid is to do doughnuts until the rescue skill becomes second nature.

The Bondurant School in Chandler Arizona uses a skid pad and specially equipped vehicles to teach emergency maneuvers.

My favorite place to practice winter driving skills is the Bridgestone Winter Driving School in Steamboat Springs, Colorado.  If regular school had been this much fun, I would never have skipped class.

The school uses an ice track to teach drivers the principles of weight transfer. Believe it or not, it’s possible to drive at a high rate of speed on ice with no antilock braking or traction control, and be in complete control of the vehicle.

Classes at the Bridgestone school begin in mid-December and run through March. They include half-day safety courses for the novice, as well as advanced performance courses for people who compete in World Rally Cup.

Maintain a safe following distance

Even the most skilled driver needs more time to stop a car on snow or ice than dry pavement. It’s easy to become impatient on days when snow brings commuter traffic to a crawl, but tailgating is a recipe for disaster. Allowing a little extra space between your car and the vehicle in front adds an important margin of safety, and has little if any impact on travel times.

Light the path

Visibility is poorest in the winter because the sun stays lower on the horizon and is more likely to interfere with the driver’s vision. Since the sun rises later and sets earlier, a lot of commuters have to drive to and from work in the dark.

Bi-xenon headlamps are a great safety feature for winter driving. They produce a brighter, longer beam of light than halogen headlamps. Adaptive lighting systems that swivel the headlamps in response to steering inputs offer the additional advantage of lighting the corners on dark rural and suburban roads.

Dirt and salt can cover the headlamp lenses, reducing the intensity of the beams. Some car companies include headlamp washers as part of winter driving option packages. If the car doesn’t have this feature, check the headlamps at each gas fill-up, and clean the lenses if they are dirty.

Cold starts

Temperature extremes are hard on the car’s batteries. Surface dirt and corrosion around the terminals leaches power out of the battery: in extreme cold, a clean battery is more likely to start the car.

Cleaning the battery is pretty easy: disconnect the terminals, and use a mixture of baking soda and water to clean the battery surface. Auto parts stores have special tools for cleaning the terminals and battery cable ends to make those jobs easier.

Drivers also need to know the correct way to start a car in cold weather. Back when vehicles had carburetors, the driver would pump the gas pedal a couple of times to give the car a shot of gasoline and set the choke.

Fuel injected cars are a different story: to start them, the driver should turn the ignition switch and nothing else. Pumping the gas pedal will flood a fuel injected car and prevent it from starting. If the car floods, push the gas pedal to the floor once and keep it there. This is the clear flood mode: it should fix the problem.

Roadside emergencies

Everyone has the occasional roadside emergency, even if the car is in good working condition. Most new car warranties come with twenty-four hour roadside assistance for the duration of the warranty.

If the car is off warranty, consider investing in a motor club membership such as AAA. In addition to providing emergency roadside assistance, these clubs offer discounts on lodging and special insurance rates.

The most important thing to do when a car breaks down is to get the vehicle safely onto the shoulder of the road, and make it visible to other drivers. Use the headlamps, hazard lamps or reflective markers around the car until help arrives.

Raise the hood: it’s a signal to police and other emergency personnel that the driver needs assistance. Since it may take time for help to arrive, keep a blanket and some non-perishable food in the trunk so that the passengers can stay warm and comfortable.

2009 Lexus GS 460 Sedan

New V8 engine and eight-speed automatic transmission make the GS as thrifty as it is powerful.
By Nina Russin

The Lexus GS sport sedan bridges the gap between the entry-luxury ES

2009 Lexus GS 460 Sedan

and flagship LS models. Buyers can opt for either a V-6, V-8 or hybrid powertrain, and all-wheel drive on the V6.

The LS 460, powered by the 342-horsepower V-8 and eight-speed automatic transmission is the hot performer: it accelerates from zero-to-sixty miles-per-hour in 5.4 second. But unlike many of its competitors, the GS 460 doesn’t beat up the driver. Its highly refined suspension gives the GS 460 a silky-smooth ride.

I drove the GS 460 on a recent trip back to the Midwest, where potholes reign supreme. It was a good test of the suspension, and, thanks to some winter precipitation, a chance to evaluate the car’s ride and handling on slick roads.

Ultra-low emissions and new safety technology

The V-8 engine and eight-speed automatic transmission is as notable for its thrift as its power. Choosing the larger engine usually translates to a higher cost of ownership for the driver, thanks to decreased fuel economy. But fuel economy for the V-8 in the GS is almost as good as for the V-6.

On a one-hundred mile drive between Columbus and Cincinnati, I averaged about 24.3 miles-per-gallon: slightly better than the EPA estimate of 24. Driving around town, the average was about 21.7 according to the car’s fuel meter. That’s a significant improvement over the twenty mile-per-gallon EPA figure.

Two technologies allowed engineers to maximize fuel economy and achieve an ultra-low emissions vehicle certification: variable valve timing, and the new eight-speed automatic transmission.

Variable valve timing changes the duration during which the valves stay open to match the terrain and driving habits. The valves can stay open longer to add power, or close earlier to save gas when cruising at a steady speed on a flat road.

By creating some valve overlap between the intake and exhaust strokes, engineers add more power and also clean spent fuel out of the engine cylinders to reduce toxic emissions.

The eight-speed transmission closely matches gears to engine speed, which has a significant effect on fuel economy. Large overdrive gears make the engine much more efficient at steady speeds.

While driving close to eight miles-per-hour on the highway, the engine rarely revved above 2200 rpm. The tachometer will spike when the driver accelerates hard, but it’s easy to merge into highway traffic without topping 2000 rpm: that saves a lot of gasoline.

Adaptive headlamps and pre-collision

Two safety technologies that debuted in the flagship LS sedan have made their way to the sporty GS: adaptive headlamps, and pre-collision. The headlamps react to steering inputs to light the corner of the road the driver is moving towards.

I love this feature more for what it does to protect pedestrians than the driver. As a runner and cyclist, it’s nice to know that the driver can see what’s on the side of the intersection.

The pre-collision system helps drivers avoid accidents by monitoring the vehicles in front. A radar sensor calculates the distance between the driver and the vehicle ahead.

If the sensor determines that a collision is unavoidable, the on-board computer automatically changes the suspension to a stiffer setting, and primes the brake assist to brake hard as soon as the driver touches the pedal. It also preemptively retracts the seatbelts to keep the passengers in place.

The GS comes with Toyota’s vehicle dynamics integrated management as standard equipment. The system integrates antilock braking, traction control, stability control and brake assist to help the driver maintain directional control on a variety of road surfaces and weather conditions.

As luck would have it, our final highway drive came during a typical winter storm: what started as rain turned to sleet and then snow. Since this was during the Thanksgiving weekend, traffic was thick, and drivers’ minds weren’t always on the road. In addition to a fatal crash, we witnessed several multi-vehicle accidents, one of which took out a good chunk of guard rail,

The GS handled as if it was on a dry road: no skidding, no loss of braking control, and no hydroplaning, even when there was a fair amount of standing water.

Navigation and rearview backup camera

The test car came with an optional navigation system, that also includes an audio upgrade and rearview backup camera. The navigation works using either touchscreen or voice controls, with maps displayed on a screen in the center stack. While the system has a lot of capabilities including searching by points of interest, I found it difficult to use.

Using the touchscreen, one has to first select the appropriate multi-state area, then follow some rather unclear commands to locate something as simple as an airport. Press the wrong button, and the user has no choice but to go back to square one. It almost seemed to be more effort than it was worth.

On the other hand, the rear backup camera is a great feature, especially for those who do a lot of city driving. The camera displays a wide-angle view to the back when the car is in reverse. It makes it much easier to parallel park in tight spaces, and to figure out where the rear bumper is when backing into a space in a parking garage.

I was able to slip the GS into a parallel parking spot with about six inches between my bumpers and the vehicles in front and back. The passenger and driver’s side mirrors also tilt down when the car is in reverse, making it easy to see how far the wheels are from the curb.

Seamless ride and handling

It’s a crime against humanity to have a car with the ride and handling of the GS, and not take it on at least one winding road. A control on the center console shifts the standard adaptive suspension between comfort and sport modes: the sport mode keeps the car flatter in the corners.
 
An optional active stabilizer system ($3000) reduces body sway to improve the car’s cornering. Eighteen-inch wheels with optional all-season run-flat tires don’t hurt either.

Engineers use an electric power steering system in the GS: the same as the system in Toyota and Lexus hybrids. The electric steering pump is lighter and more compact, saving weight and gasoline. It also eliminates the need for a power booster, that can wear down over time and leak fluid.

The system provides plenty of assist at low speeds, while maintaining a positive on-center feel on the highway. A thirty-four foot turning radius makes it easy to do the occasional U-turn.

Four-wheel disc brakes with four channel antilock braking stop the GS in a firm linear fashion. The GS has a brake-by-wire system: another move to eliminate heavier mechanical parts that wear out over time. While some electronic systems tend to be grabby, the GS brakes perform very much like well-tuned mechanical systems.

Spacious interior

By pushing the wheels to the corners, engineers created an exceptionally spacious interior for five passengers. Both the driver and front passenger have heated seats with multiple adjustments, and memory for up to three people. Dual-zone front climate controls allow both the driver and passenger to stay in their comfort zones.

My mother, who can find getting in and out of some cars challenging, was impressed with ingress and egress to the back seats. The doors open quite wide, and the seats, while low, aren’t difficult to climb out of.

Quiet interiors are something Lexus excels at, and the GS is no exception. There’s a minimum of road noise, despite the low profile tires, and no noticeable wind noise around the windshield or side-view mirrors. As a result, it’s easy for both rows of passengers to converse on the highway.

Mark Levinson, a manufacturer of high-end home audio systems, supplies the upgraded systems to Lexus. The optional Mark Levinson system in the GS is outstanding. Since the option also includes navigation and rearview parking assist it’s an expensive package: about thirty-six hundred dollars.

One Achilles heel

The trunk of the GS is its only Achilles heel: at least for anyone who has to haul large cargo. It’s quite long, which makes it good for luggage and golf bags. But the aerodynamic profile of the sedan prevented designers from making it very deep.

When we tried to put my mother’s folded walker inside, it wouldn’t fit. Since the same walker fits just fine into her friend’s Prius, we were a bit embarrassed. If the trunk isn’t deep enough  to hold a folded walker, any type of bicycle would be out of the question. The trunk’s best feature is the standard first aid kit mounted to the right of the lid.

Base price on the GS 460 is $53,320, not including a $825 delivery charge. All new Lexus cars come with a four-year bumper-to-bumper warranty that includes forty-eight months of roadside assistance.

Likes: A fast, responsive sport sedan with exceptional fuel economy, segment leading safety and ultra-low-emissions vehicle certification.

Dislikes: Touchscreen controls on the optional navigation system are hard to use. The trunks isn’t deep enough to hold some large cargo.

Quick facts:

Make: Lexus
Model: GS 460
Year: 2009
Base price: $53,320
As tested: $65,665
Horsepower: 303 Hp @ 6200 rpm
Torque: 274 lbs.-ft. @ 3600 rpm
Zero-to-sixty: 5.4 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: Standard
Bicycle friendly: No
Off-road: No
Towing: No
Fuel economy: 17/24 mpg city/highway
Comments: The V-8 engine in the GS 460 requires premium fuel.

2008 Nissan Altima Hybrid

By Nina Russin

Last year, Nissan rolled out a hybrid version of its Altima sport sedan. The hybrid, one of three Altima models, uses an electric motor to boost fuel economy and enhance power from the car’s four-cylinder engine. A nickel metal hydride battery recharges on the go using heat from the brakes, so the hybrid never needs to be plugged in.

While sustainability is always an admirable goal, some hybrids are better than others. In the hybrid universe, the Altima is definitely a top third contender. Its power is as good if not better than the other Altima models, and fuel economy is significantly greater: about 34 miles per gallon on average.

Engineers substituted an electric air conditioning compressor for a mechanical one. Since the compressor runs independently of the engine, it keeps the car cool when the engine cuts out at traffic lights. Kudos to Nissan for doing heat soak tests in Phoenix, where car interiors reach about 135 degrees in mid-July.

Maintaining and driving the car is virtually identical to the gas-powered Altima, except with fewer stops for fuel. Estimated range for the twenty gallon gas tank is seven hundred miles. The low compression engine runs just fine on 87 octane gas.

Starts with a whisper

One thing I love about hybrids is that they can run solely on electric power. Since I like to hit the trailhead super early to avoid the summer heat, it’s nice to know that I’m not waking up the neighbors when I turn on the ignition.

The Altima runs in electric vehicle mode during idle and at low speeds. When the driver accelerates beyond parking lot speeds, the gasoline engine takes over, and the electric motor shuts off. The electric motor restarts when power demands are high, such as accelerating onto a freeway, or powering up a steep hill.

Since electric motors develop peak torque at extremely low speeds, the Altima hybrid can accelerate extremely hard: a boon coming out of a crowded tollbooth. A power display in the gauge cluster tells the driver the status of the electric motors and battery charge.

A continuously variable transmission eliminates shift shock, providing seamless performance at any speed. One of the nicest things about the Altima hybrid is how pleasant it is to drive: it is as quiet and responsive as many more expensive sport sedans.

Engineers did an excellent job of balancing off the extra weight of the battery pack in the rear: front to rear weight balance feels identical to a gas powered car. The four-wheel independent suspension is compliant without feeling mushy, and the four-wheel disc brakes stop the car in a smooth, linear fashion.

Ground clearance is just over five inches, enhancing the Altima’s high-speed highway performance, but making the car unsuitable for off-road driving. A smooth graded dirt road is as far off the beaten path as I’d want to take it.
Although the Altima is a front-wheel drive car, it shows very little tendency to oversteer. Response from the rack-and-pinion steering is excellent at all speeds, as is the car’s on-center feel.

The Altima suffers from the same thick rear pillar that plagues many current models. The side mirrors do a good job of compensating when the car is moving forwards, but the rear pillars create a unnecessarily large blind spot when backing into a parking spot.

Well equipped interior

The Altima comes with most of the features its buyers will want, and a few they might not expect. Keyless ignition is standard. The driver can unlock and start the car without removing the key fob from his pocket.

A tilt and telescopic steering column allows small drivers to maintain a safe distance from the front airbags. There are two, twelve-volt power points, and enough cup and bottle holders to drown an army of triathletes. Both rows of passengers get overhead reading lamps. Dual-zone climate controls keep both front passengers comfortable.

The glovebox is large enough to stash a purse or small pack. There are two other large storage bins up front: a two-piece bin in the center console, and a covered bin for storing compact discs at the base of the center stack.

A premium package on the test car adds leather trim, heated front seats, a six-way power driver’s seat, satellite radio, MP3 and Bluetooth compatibility, redundant steering wheel audio controls, rear air conditioning vents, automatic headlamps, heated side mirrors, and speed-sensitive volume ($4400). Base price on the hyrbid is $25,070. Options and delivery charges bring the sticker on the test car to $30,375.

I was impressed with the amount of head, shoulder and legroom in the second-row seats. Though the tunnel through the floor limits legroom in the center position, tall men should be quite comfortable in the outboard seats. Though the lumbar isn’t adjustable, I found both the front and outboard rear seats to have excellent lower back support.

Very small cargo area

The Altima’s cargo area is its Achilles heel. While the gasoline models have a huge trunk with a pass-through for extending the floor, the hybrid has a barely adequate trunk. Because of the battery placement, the trunk has ten cubic feet of cargo space: enough to hold a couple of average sized pieces of luggage or some groceries. Needless to say, it does not meet our bicycle friendly standards. Towing capacity is a thousand pounds: well below our ALV minimum.

Standard safety

The Altima hybrid received five-star frontal and side impact crash test ratings from the National Highway Traffic Safety Administration. Standard safety features include front, side and side impact airbags, front head restraints, four-channel antilock brakes, vehicle dynamic control and traction control.

The Altima Hybrid is currently rolling off the lines at Nissan’s Smyrna, Tennessee assembly plant.

Likes: A spacious sport sedan with seamless performance and excellent fuel economy. Driving range on a tank of gas is about 700 miles.

Dislikes: Trunk is too small for many buyers with active lifestyles.

Quick facts

Make: Nissan
Model: Altima Hybrid
Year: 2008
Base price: $25,070
As tested: $30,375
Horsepower: 158 Hp @ 5200 rpm
Torque: 162 lbs.-ft. @ 4800 rpm
0-60 mph: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: No
Off-road: No
Towing: No
Fuel economy: 35/33 mpg city/highway
Comments: Base price does not include a $625 delivery charge.

2009 Jeep Liberty Sport

Second-generation sport-utility vehicle appeals to off-road enthusiasts.
By Nina Russin

Last year, Chrysler rolled out the second-generation Jeep Liberty: a mid-sized sport-utility vehicle with standard four-wheel drive and two grades:

2009 Jeep Liberty Sport

the base Sport (tested) and upscale Limited.

Both are powered by a 3.7-liter V6 engine rated at 210 horsepower and four-speed automatic transmission. A diesel version is available in Europe, but so far, Chrysler has no plans to bring that model to the States.

The current model is larger, with more aggressive exterior styling than the former version.

An optional sky slider roof on the test car ($1075) opens up the top of the Liberty, offering buyers a similar driving experience to the soft-top Wrangler. A control on the overhead console opens the roof from the front or rear.

The waterproof canvas top slides back like an accordion. It’s a very cool feature on off-road trails, since it gives both rows of passengers fresh air and  clear view of the sky.

Unfortunately, it’s noisier than heck on the highway. Driving from Phoenix to Los Angeles, the roof became extremely noisy above eighty miles-per-hour, even though it was completely closed.

Two available four-wheel drive systems.

Of the two available four-wheel drive systems, the part-time Command-Trac comes standard on the Sport, with a shift lever on the floor console that engages rear-wheel drive, high or low-range four-wheel drive on the go.

High-range four-wheel drive locks the front and rear axles together to improve traction on wet or snow-covered roads, while the low-range is best suited for true off-roading, when one or more wheels may be off the ground.

Both the full or part-time four-wheel drive systems carry the Jeep trail rating: they meet internal engineering standards for deep water fording, wheel articulation and directional control. Having taken a Jeep Liberty on a gnarly trail through a southern Indiana woodland, I believe it will handle whatever its owner wants to throw at it.

Standard hill descent control maintains a speed of five miles-per-hour on steep downhills, giving the driver better control of the vehicle than applying the brakes. Hill start assist is also standard: it prevents the truck from sliding backwards when accelerating from a stop on a steep grade.

Attractive package for active lifestyles

Aside from the optional canvas roof, the Liberty is a good choice for buyers who need a mid-sized sport-utility vehicle with reasonable towing capability. Available stain-resistant fabric is a plus for people like myself who get dirty when then play, and sometimes forget to bring a towel to cover up the seats. The fabric is anti-microbial, so it not only stays clean; it doesn’t start to smell after years of rides to and from the local trailhead.

After logging a thousand miles on the test car, I can vouch for the comfort of the front seats. They have plenty of lower lumbar control. Designers also extended the seat cushions this year for better leg support.

While no four-wheel drive car gets great gas mileage, I was able to equal or exceed the Liberty’s twenty-one mile-per-gallon EPA rating on the highway. Keeping the car in two-wheel drive on paved roads adds about a mile-per-gallon to its highway fuel economy.

The gas tank is big enough to give the truck decent range. I was able to drive from Phoenix to Palm Springs, about 250 miles, on about three-quarters of a tank of gas.

Peppy engine

The six-cylinder engine has plenty of pep for average city and highway driving. It does well in the critical twenty-to-fifty mile-per-hour range, merging into high-speed traffic, and has plenty of top-end power to pass other cars on the highway.

A five-speed automatic transmission would have given the Liberty better fuel economy, but the four-speed box performs well on hills. I didn’t notice excessive hunting between gears.

Engineers figured out how to make a rack-and-pinion steering system robust enough for off-road driving. It gives the Liberty better cornering capability and a smaller turning radius on paved roads.

Standard four-wheel disc brakes with four-channel antilock braking stop the truck in a linear fashion without being grabby. Engineers retuned the rear suspension for 2009, giving the vehicle a more linear feel.

Though the solid rear axle doesn’t offer the compliant ride of a fully-independent suspension, it keeps the vehicle more stable when towing a trailer. In the front seat at least, I didn’t find the ride uncomfortably rough.

Spacious interior

The new Liberty has a slightly bigger footprint than the model it replaces, translating to more interior room and cargo space. The front row feels quite open and spacious. Chrysler designers excel at interior packaging. The center console bin has a small shelf up top for electronic devices and a change holder: the bottom is big enough to hold a stack of compact discs.

The standard audio system includes MP3 compatibility and pre-wiring for Sirius satellite radio. Audiophiles can opt to upgrade to a downloadable hard drive that holds tunes and pictures, with an enhanced speaker system.

The second row has adequate legroom for two adults. Cupholders on the floor behind the center console leave almost no legroom for the middle passenger. The same equipment option that adds the stain-repellent fabric also includes a 115-volt inverter in back of the center console, so rear passengers can use their computers en-route.

Second-row seats fold flat using straps on the back of the seat cushion, creating an uninterrupted cargo floor. Folding the seats flat does require removing the headrests, but it’s a fairly simple operation. Buyers who want to carry extra-long cargo inside can opt for a fold-flat front passenger seat.

Despite its high ground clearance, the Liberty’s lift-over height is low enough to make tossing  a bike in back fairly easy. The test car also has optional roof rails.

A small waterproof storage area under the cargo floor is ideal for stashing valuables that won’t fit in the glovebox or center console bin. The under-sized spare is mounted under the truck. Buyers who plan to do a lot of off-road driving should opt for the towing prep package ($580) that adds a full-sized spare.

Off-road enthusiasts will also want to add the skid plate package, that protects chassis components from rocks and roots on the trail, and also adds winch hooks.

Standard safety

All models come with standard electronic stability control, traction control, four-channel antilock braking, front, side and side curtain airbags, hill start assist, hill descent control, and a tire pressure monitoring system.

Made in America

Drivers who want to buy a car made in this country will take heart in the fact that the Liberty is produced in Chrysler’s Toledo, Ohio assembly plant. Both the engine and transmission are also produced in the United States.

Base price for the Liberty Sport is $23,825, not including a $695 destination charge. As with all Chrysler products, the Liberty comes with a lifetime powertrain warranty.

Likes: Affordable mid-sized sport-utility vehicle with true off-road capability and towing up to 5000 pounds. The stain-repellent fabric is a great option for people who like to play hard and get dirty.

Dislike: Optional canvas roof is extremely noisy, especially on the highway.

Quick facts:

Make: Jeep
Model: Liberty Sport 4X4
Year: 2009
Base price: $23,825
As tested: $27,720
Horsepower: 210 Hp @ 5200 rpm
Torque: 235 lbs.-ft. @ 4000 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Towing: Yes
Off-road: Yes
Fuel economy: 15/21 mpg city/highway

2009 Toyota Venza

New five-door car shares the Camry platform
By Nina Russin

2009 Toyota Venza

It’s two box design gives the Venza more cargo space than a sedan. It sits lower than the  Highlander, making the car more aerodynamic. Lower door sills ease access and egress.

There are two available engines for the front-wheel or all-wheel drive platform: a V6 that rolls into dealerships in November, and an all-new 2.7-liter four-cylinder that comes out in January. Both come with a six-speed automatic transmission.

Having driven both versions, I’d opt for the four-cylinder, which costs less and gets and better fuel economy than the V6, with surprisingly good performance. The only exception would be buyers who plan to tow trailers. The V6 meets our minimum ALV towing requirement of 3500 pounds, while the four-cylinder does not.

Touring Pennsylvania Dutch country

At a recent media event, I drove both the four and six-cylinder Venzas on a forty-mile route in southern Pennsylvania. The route, which included two-lane roads and highways over hilly terrain, gave me ample opportunity to compare engine performance.

Although the four-cylinder engine is a better value, there’s nothing wrong with the performance of the V6. It’s a tried-and-true product that Toyota also uses in the current RAV4, Camry and Highlander.

Average fuel economy for the front-wheel drive model is twenty-two miles per gallon, versus about twenty-five for the new four cylinder. All-wheel drive versions get slightly less gas mileage, though the four-banger still averages twenty-eight miles-per-gallon on the highway.

What makes the four-cylinder car such a good value is its proximity to the six-cylinder in terms of performance. Thanks to a lot of low-end torque and the six-speed automatic transmission, it doesn’t do any of the annoying things four-cylinder cars are known for.

The car is surprisingly quick off the line, with excellent acceleration in the twenty-to-fifty mile-per-hour range. It doesn’t feel anemic going up a steep hill. The transmission doesn’t hunt excessively, and there’s less shift shock than one might expect.

Another thing to love about the four-cylinder Venza is that it meets California’s stringent partial zero-emissions vehicle requirements, and federal SULEV vehicles standards. The six cylinder is slightly less green: it complies with federal ULEV II requirements.

Steering response is positive without being dicey, and the brakes perform in a firm, linear fashion. The big wheels and tires provide a nice wide footprint for stable cornering without too much road noise.

Designed for American roads

Toyota’s Calty design studio in Newport Beach, California played a major role in the Venza’s design, beginning with the FTSX concept car at the 2005 Detroit auto show. Both the concept and the production model incorporate styling cues that push the buttons of enthusiasts stateside: big wheels, a wedge-shaped profile, and a rear spoiler.

The V6 model comes with standard twenty-inch wheels: the largest standard rims of any vehicle in its competitive segment. The four-cylinder model gets nineteen-inch wheels: big enough to have the same visual effect, and more flexible for buyers who want to get a more aggressive set of winter tires.

Like most new two-box cars, the Venza has a thick D pillar to enhance its profile. Unfortunately, the thick pillar also makes for bigger rear blind spots. It’s more noticeable when backing into a parking spot without the optional backup camera, than when the car is moving forward.

A clearer view of the sky

An optional panoramic sunroof has separate glass panels for first and second-row passengers, giving the back of the car a more spacious feel. The center stack is the focal point for the wing-shaped instrument panel, topped with the screen for the optional navigation system.

Controls above the navigation screen allow drivers to access comfort and convenience software previously limited to dealership technicians. Using a button, the driver can scroll through settings for door locks, keyless entry, interior and exterior lighting and display brightness. A second button allows the driver to change settings, adjusting the relock timer, the number of doors that unlocks with the keyless entry, and lighting configurations.

A cleverly conceived floor console has a sliding armrest and two large bins: under the front cupholders, and under the armrest. I was especially intrigued by the bin under the cupholders, since it would make a great hiding spot for valuables at the trailhead.

A cell phone or iPod holder at the base of the center stack has a feed hole for wires, which plug into power outlets underneath. All four doors have bottle and map holders. The middle seatback in the second row down to create an armrest, with two more cupholders.

A standard tilt and telescoping steering wheel keeps the wheel from obstructing the forward vision of smaller drivers. Redundant steering wheel controls allow the driver to use Bluetooth wireless phone technology, program the audio, and engage the cruise control with a minimum of distraction.

Configurable cargo area

There are two sets of levers to fold the second-row seats flat: on the sides of the seat cushions, and on either side of the liftgate. Both sets of controls fold the seats flat in a single step. The tonneau cover is easy to remove, creating plenty of space to load a bicycle inside.

A twelve-volt plug in and cargo area lamp are handy for buyers who plan to take their vehicles camping, or need unload gear before dawn for an early-morning race.

Four tie-down loops secure large cargo. A full-sized spare under the cargo floor is easy to reach, and can take the driver further than undersized spare tires in some competitive products.

Standard safety

All cars come with seven airbags, active front headrests, four-channel antilock brakes, traction and vehicle stability control.

A new automatic high beam automatically dims the lamps for oncoming traffic, allowing the driver to use the brighter lamps more often on dark roads, while remaining courteous to other drivers.

Pricing for the Venza begins at $25,975 for the four-cylinder car and $27,800 for the V6, not including a $720 destination charge. All-wheel drive adds $1450 to either model, while the panoramix sunroof costs $1050.

Likes: An attractive, versatile car with good fuel economy and available all-wheel drive. Second-row seats are easy to fold flat to extend the cargo floor. A standard power liftgate makes it easier to load up the cargp area.

Dislike: Thick D pillars create larger blind spots to the rear of the car.

Quick facts:

Make: Toyota
Model: Venza
Year: 2009
Base price: $25,975
As tested: N/A
Horsepower* 182Hp @ 5800 rpm
Torque: 182 lbs.-ft. @ 4200 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Towing: Yes (V6 only)
Off-road: No
Fuel economy:21/29 mpg city/highway*
Comments: Horsepower, torque and fuel economy ratings listed are for the four-cylinder model.