2007 Jeep Compass Sport 4X2

Affordable Crossover
By Nina Russin

2007 Jeep Compass

Jeep calls the compass a sport-utility vehicle, but it’s more of a crossover. The first front-wheel drive Jeep shares chassis components with the Dodge Caliber and Jeep Patriot. All three vehicles are produced on the same assembly line: flexible manufacturing allows engineers to tweak each car for a different purpose. The Caliber is the most car-like platform, intended primarily for paved roads, while the trail-rated Patriot has good off-road traction thanks to all-wheel drive, hill descent control and crawl ratio gearing.

The Compass falls somewhere in-between. It has the Patriot’s high ground clearance, and when equipped with optional all-wheel drive, can navigate some moderate trails and sand dunes. While both Patriot and Compass share the same automatic transmission, the Compass is not available with the optional crawl ratio. It also lacks the underbody cladding that protects chassis components from rock damage, and allows the Patriot to ford deep water.

The front-wheel drive Compass has some advantages over the Patriot for buyers who rarely drive off-road. Fuel economy is a big one. While the all-wheel drive Patriot averages twenty-two miles-per-gallon, the Compass gets almost twenty-six. The Compass is also more affordable: almost five thousand less for the front-wheel drive base model than the four-wheel drive Patriot.

Both cars run on a 2.4-liter four-cylinder engine developed as a joint venture between DaimlerChrysler, Hyundai and Mitsubishi. The manufacturers reduce production costs by pooling their collective engineering resources, and producing the engines in large numbers as a dedicated assembly plant.

While the 172-horsepower engine isn’t exactly a barn burner, it has enough power for urban driving: decent acceleration off the line, and enough high-end power to pass other cars on the highway. Variable valve timing allows engineers to maximize fuel economy while maintaining enough torque to make the car accelerate hard.

The continuously variable transmission lacks the shift shock of normal automatic transmissions, and also contributes to better gas mileage. There was a noticeable chuggle on the test car during deceleration: probably the torque converter clutch solenoid disengaging.

In order to save gas mileage the transmission uses a friction coupling when the car is cruising, and converts back to a liquid coupling when the driver speeds up or slows down. The torque converter clutch solenoid engages and disengages the friction coupling.

I also noticed some rough idle, especially when the air conditioner was set at maximum. The air conditioner places additional load on the engine, so it comes close to running too lean. The symptom is more vibration than normal: not great performance, but probably something an owner could learn to live with.

Seventeen-inch wheels and all-season tires are standard on the sport model. They provide a wide and stable footprint for driving on paved roads. The standard undersized spare works fine on paved roads, but isn’t as good as a full-sized spare on trails and graded dirt roads. Buyers who plan to drive any distance off-road should probably opt for all-terrain tires and a full-sized spare: available from the factory. Standard discs give the Compass firm, linear braking, while the four-wheel independent suspension allows both rows of passengers to ride in comfort.

Rack-and-pinion steering provides good handling characteristics on the highway. It is easy to maneuver through traffic, and has a positive on-center feel for making quick lane changes or emergency maneuvers. Turning radius is a touch over 35 feet.

Ground clearance is just over eight inches: enough to clear errant rocks and roots on a dirt road. Engineers positioned the wheels close to the corners of the car to keep the front and rear overhangs short. The angles of approach and departure are sufficient to ascend and descend the types of steep hills one finds on dirt roads and trails.

The Compass is not a good car for towing, partly because it’s front-wheel drive, and also because the engine lacks sufficient power. Even with the optional trailer tow package, towing capacity is only 2000 pounds: far below our minimum active lifestyle vehicle standards.

Standard safety features include traction control, antilock brakes, electronic roll mitigation and electronic stability program. Front and side curtain airbags protect both rows of passengers in the event of a serious collision.

Durable interior

I love the interior of the Compass because it’s simple and practical. The test car has optional YES essentials fabric that resists stains and odors. As someone who often enters cars dripping with sweat, it’s a huge benefit. I didn’t have to keep a towel on the driver’s seat to avoid staining the fabric. In the southwestern summers, cloth upholstery is far more comfortable than leather.

The manually adjustable seats are easy to use and comfortable. A standard tilt steering column allows me to find a comfortable driving position, and keep the wheel low enough so not to obscure my view of the road. The center armrest slides fore and aft to accommodate drivers of different sizes. The armrest lid opens to reveal a small pocket for holding a MP3 player, PDA or cell phone. Passengers will find the large map pocket above the glove box a handy storage spot.

The test car has the standard sound system: an AM/FM/CD changer with a MP3 jack. Audiophiles can upgrade to a Boston premium sound system with Sirius satellite radio.

The second-row seats are comfortable enough for a long road trip, although taller passengers may be squeezed for legroom. While the Compass has three seating positions in back, it holds two adults comfortably. Second-row passengers get their own cupholders, in the back of the center console: they are large enough to stow water bottles. All four doors have map pockets.

Anyone who lives in a warm climate will want to purchase air conditioning: a $2850 option package on the Compass Sport. The option includes tinted glass, power mirrors, windows and locks, a 115-volt power point, remote keyless entry, and a rechargeable lamp that can be removed from the car and used as a flashlight.

The other major option on the test car is a driver convenience group package that adds an ambient temperature display, fuel meter, and tire pressure monitor. The fuel meter shows the predicted driving range. For reasons I don’t quite understand, it seemed to jump around a lot. I would turn off the ignition with the meter reading “200 miles to empty,” and find it at “220 miles to empty” when I turned the ignition back on. For that reason, it seemed more annoying than useful. I would rather look at the analog gas gauge, and fill the tank before it’s running on fumes.

The vinyl load floor in the cargo area is removable for cleaning: another great feature for anyone with an active lifestyle. The rear seats fold down using straps to the sides of the seat cushions. It’s an easy system to use. With the rear seats flat, the Compass will easily hold a bike or two with the front wheels removed. The liftgate is easy to use for people of most sizes, and reveals a large opening that makes the back easy to load up. Roof rails are standard on all models.

Total price on the test car is just over $20,000, making the Compass an affordable car for people who want some extra cash in the bank for athletic gear. The Compass is produced at Chrysler’s Belvedere, Illinois plant, and is currently on display at Jeep dealerships nationwide.

Likes: Affordable, versatile crossover with good fuel economy, an attractive and practical interior, and plenty of room for four adults. While it is not trail rated, the Compass has enough ground clearance and standard traction control, for driving in snow or on unimproved dirt roads.

Dislikes: The second-row seats may be short on legroom for taller passengers.

Quick facts:

Base price: $15,550
Price as tested: $20,615
Horsepower: 172 Hp @ 6000 r.p.m.
Torque: 165 lbs.-ft. @ 4400 r.p.m.
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No
Towing: No
Off-road: No
Bicycle friendly: Yes
Fuel economy: 24/27 m.p.g. city/highway

2007 Mercedes-Benz ML320CDI

Diesel for a small planet
By Nina Russin

2007 Mercedes-Benz ML320 CDI

I’m listening for the sound of diesel tick, but there is none. No clapity-clapity-clapity under the hood, and no black smoke billowing from the tailpipe. When I push on the gas pedal, I don’t have to count “One banana, two banana,” before the car moves forward. Acceleration off the line is strong and linear. This can’t possibly be a diesel, or can it?

Here’s the best news: after over a hundred miles of city and highway driving, the gas tank is still three-quarters full. In fact, the new Mercedes-Benz M-Class CDI gets better fuel economy than its gas-powered cousins: about twenty-five percent better to be exact.

Why are the new diesel cars so much better than the smoke, belching, sluggomobiles of yore? One reason is that the fuel itself is better. By federal ordinance, gas stations have to make reduced-sulfur diesel available this year. The reduced sulfur content enables engineers to use more effective emissions controls on the cars.

The second, and perhaps most important advance has to do with the on-board computers that manage engine function. The new common-rail diesel engines inject fuel directly into the cylinders, giving the engines better power delivery and fuel economy. The turbochargers on the new M-Class CDI boost airflow through the engine by using exhaust-driven blowers. Since internal combustion engines are inherently inefficient, there’s almost no such thing as too much air, especially when the on-board computer can make instantaneous adjustments to the air/fuel mix, depending on the driving conditions.

Miles to go before I refuel

I start my M-Class test drive in rush-hour traffic. At five in the afternoon, the 101 freeway in Phoenix’s east valley is a parking lot. Maximum speed rarely tops 25 miles-per-hour. I pop in a compact disc and prepare for the long haul.

An hour later, I arrive at my destination, which is coincidentally about twenty-five miles from where I started. The gas gauge is still on “full.” The drive home is about ten miles longer. The needle has moved slightly, but not much.

The following day, I have to haul a few cartons of shoes between our two running shops. This will be a good chance to test the fold-down mechanisms on the second-row seats. The seat cushions flip forward; the seatbacks fold flat using a lever on the outside edge of each seatback. The operation takes about thirty seconds for each side. Once completed, there’s a large, flat load floor with cargo tie-down loops. I’d prefer an easy-to-clean vinyl floor to carpeting, but the carpeting wouldn’t stop me from buying the car.

The M-Class could easily hold a bicycle with the front wheel removed with the second-row seats in place. With the seats folded flat, it could easily hold several, or in this case, about fifty pairs of shoes, a large clothing rack and the clothes that were hanging on it.

This time traffic is lighter, so I can test the car’s acceleration, steering response and braking. The M-Class has plenty of punch off the line, merging into high-speed traffic, and passing other cars on the highway. A fully-independent suspension smoothes out any bumps in the road. The car rides on seventeen-inch wheels and R-rated tires, which give it a nice, stable footprint. The rack-and-pinion steering system offers excellent driver response, and a respectable turning radius of 37.9 feet.

All cars come with a seven-speed automatic transmission, that the driver operates using a small, finger-sized lever on the steering column. The lever eliminates the long shift lever on the center console, giving the driver more elbow room.

The M-Class has unibody construction, giving it the ride and handling of a passenger car. While unibody construction isn’t quite as durable as body-on-frame, it will probably meet the needs of most drivers, who drive on dirt roads, but who aren’t planning to tackle the Rubicon trail. Having driven the gas-powered M-Class through deep mud, over exposed roots and boulders, I can speak for its off-road capability, which is considerable. Permanent four-wheel drive is standard, but the M-Class doesn’t have a two-speed transfer case to provide the extremely low gears that some off-road driving requires.

Standard downhill speed regulation and hill-start assist make it easy to climb and descend steep hills in complete control. The hill-descent function maintains a speed of between three and ten miles-per-hour, according to the driver’s choice, without using the brakes. The hill-start feature maintains brake pressure for a second after the driver releases the pedal, to keep the vehicle from sliding backwards on a steep hill.

The round trip between the two shops adds another forty miles or so to the trip meter. The needle is about half way between the “full” and “three-quarters” marks. I’m relieved to know that the gas gauge works: I was starting to think that it might be stuck.

Inside, pure luxury

After all, it’s a Mercedes. The optional leather trim may not be practical, but it sure is comfy. Eight-way adjustable front bucket seats are standard, as is a power tilt-and-telescoping steering wheel.

The Germans have finally accepted the fact that Americans won’t buy cars without cupholders. The M-Class has two, generous-sized cupholders in the center console: each will hold a large water bottle firmly in place. There are two additional cupholders for the rear-seat passengers. The two-tier bin in the center console has plenty of room for electronic devices or a small pack. The glovebox, also generous sized, has a jack for MP3 players or iPods. There are four twelve-volt power outlets.

Both rows of seating have plenty of leg and shoulder room for adults. The test car came with the optional heating package that includes a heated steering wheel, front and rear heated seats. The warm spring weather in Phoenix wasn’t conducive to testing the seat heaters, but they’re a nice feature for drivers who live in four-season climates.

High level of standard safety

Safety has always been a Mercedes-Benz trademark: the M-Class is no exception. Standard safety features include four-channel, antilock brakes, traction control and electronic stability program, front, side and side-curtain airbags, front knee bolsters and front active headrest restraints.

Visibility is good all the way around the vehicle. There is a standard rear wiper for rainy or snowy days. Mercedes-Benz’s Tele Aid system uses GPS to offer real-time vehicle location. Drivers can receive emergency assistance, information, or mechanical help by depressing the appropriate buttons on the rear-view mirror. Any driver who’s had a flat tire or run out of gas in the middle of the night knows how handy such a feature can be.

Large, functional cargo area

The cargo area comes with a standard tonneau cover to keep items out of sight. The cover is easy to remove for large loads by depressing a spring to one side. A button on the key fob automatically raises and lowers the rear hatch, making it easier to load large items in back. Roof rails are standard. Towing capacity is 5,000 pounds.

The M-Class is assembled at Mercedes-Benz’s Vance, Alabama plant. The ML320CDI is currently available for test drives at dealerships nationwide.

Likes: Exceptional fuel economy with no sacrifice in power and performance. The new common-rail diesel is also environmentally friendly. The M-Class is a great choice for drivers who want a mid-sized sport-utility vehicle with the ride and handling of a passenger car, and some off-road capability.

Dislikes: Availability of low-sulfur diesel fuel is still somewhat limited.

Quick facts:

Base price: $43,680*
Price as tested: $59,425
Horsepower: 215Hp @ 3800 r.p.m.
Torque: 398 lbs.-ft. @ 2800 r.p.m.
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No 
Towing: Yes
Off-road: Yes
Bicycle friendly: Yes
Fuel economy: 21/27 m.p.g. city/highway
Comments: * Base price does not include $775 destination and delivery charge.

2007 Jeep Patriot Limited 4X4

Affordable fun
By Nina Russin

2007 Jeep Patriot

In 1958, my parents paid twenty-five thousand dollars for the house I grew up in. Today houses cost ten times that, and the average cost of a new car is twenty-six thousand. Since most of us don’t earn ten times what our parents did, this presents a problem.

Pricing is what makes the Jeep Patriot special. For under $15,000, buyers can get a sport-utility vehicle with off-road capability, a spacious cargo area and seating for five. Call Patriot the poster child for our best value category.

The test car is the upscale Limited grade, with the Freedom II off-road package, including skid plates, hill descent control, tow hooks, locking differentials and a full-sized spare. It also has some extra creature comforts such as leather trim, satellite radio, ambient temperature display and compass. Put simply, it’s the fully loaded package. Cost is $25,295: a jump up from the base model, but still a good value. Fuel economy is a respectable 21/23 miles-per gallon city/highway.

I’m not saying that the Patriot is a perfect car: the four-cylinder engine is anemic in a vehicle this size, and the gas tank should be bigger, to give the car better range. But having driven the car for a week, I found those flaws pretty easy to live with.

Chrysler contained engineering and production costs via its alliance with Mitsubishi and Hyundai. The Patriot’s four-cylinder engines are part of the joint venture, produced at a dedicated plant in Dundee, Michigan.

The Limited has the larger engine: a 2.4-liter block, that produces 172 horsepower and 165 pound-feet of torque. The Patriot is available with either manual or automatic transmissions. The test car has the automatic: a continuously variable transmission with a low-end crawl ratio for off-road driving.

The Patriot is capable of accelerating hard enough to merge onto the freeway and pass at high speeds as long as it isn’t hauling too much weight. Towing capacity is 1000 pounds: 2000 with the trailer tow group option. That’s well below the 3500-pound minimum we use to identify vehicles with good towing capability.

While it isn’t a speed demon, the Patriot is certainly a pleasant car to drive. The four-wheel independent suspension gives it a compliant ride both on and off paved roads, while the rack-and-pinion steering provides steering response typical of smaller passenger cars. Braking is firm and linear.

The test car comes with 17-inch wheels and tires: an upgrade from the 16-inch rims on the base model. It also has a full-sized spare mounted under the cargo floor as part of the off-road option package. All season tires aren’t ideal for off-road driving, but they are adequate for graded dirt roads, and they are quieter on paved roads than off-road treads.

Driving the car through dense traffic, I found visibility to be good all the way around the vehicle. The Patriot cruised along at highway speeds comfortably, and had enough high-end power to pass when necessary.

Testing the air conditioning in the heat of the day, I was impressed with its ability to cool the interior down quickly and maintain a comfortable temperature. When the mercury reaches 115 degrees Fahrenheit, there are more expensive cars that can’t pass the test.

Attractive, spacious interior

Both rows of passengers have ample leg, shoulder and headroom. The Patriot will hold four adults comfortably: five for a short trip. The seats have manual adjustments that are easy to use. There is a lumbar adjustment on the driver’s seat. Heated front seats are standard on the Limited model.

Both front doors have map pockets and smaller cubbies for a cell phone or PDA. The armrest on the center console slides fore and aft to accommodate drivers of different sizes. It flips open to reveal a small pocket for cell phones or MP3 players.

There is a 115-volt power outlet in the center console, and a 12-volt power point on the instrument panel. Power locks and power fold-away mirrors are standard.

The audio and temperature controls are easy to reach from both front seating positions. A shelf above the glovebox stows maps or paperwork.

The gate shifter is located in the center stack, keeping the center console open for cups, bottles and storage. The audio system includes an AM/FM radio, Sirius satellite radio,  CD player and MP3 jack. In back, the rear speakers flip down from the tailgate to send music outside the car.

Rear passengers have two cupholders in the back of the center console as well as bottle holders in the door pockets. The 60/40 rear seats flip down using a pull-strap located outboard of the seat cushions. It’s a quick operation that makes the Patriot bike friendly.

The cargo floor is textured plastic: a durable material that’s easy to clean. There are four tie-down hooks around the cargo floor. With the rear seats in place, I had enough room to stash several large cartons. A tonneau cover keeps the items in back out of sight.

Standard safety

The Patriot is laden with standard safety features, including antilock brakes, front and side curtain airbags, and electronic stability program with roll mitigation. A button on the instrument panel turns off the electronic stability program so drivers can maneuver through uneven terrain off-road. There are also tow hooks to the front and rear of the car, in case it gets stuck in a rut.

The all-new Patriot is on display and ready for test drives at Jeep dealerships nationwide.

Likes: An affordable off-road vehicle with seating for five, a high level of standard safety features and a well-designed cargo area. The bike-friendly Patriot offers people with active lifestyles a car that should fit their needs, at a price that won’t break the bank.

Dislikes: The four-cylinder engine lacks low-end power. Towing capacity does not meet our active lifestyle vehicle standards. The gas tank is too small and limits the car’s driving range.

Quick facts:

Base price: $14,985
Price as tested: $25,295
Horsepower: 172 Hp @ 6000 r.p.m.
Torque: 165 lbs.-ft. @ 4400 r.p.m.
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No
Towing: No
Off-road: Yes
Bicycle friendly: Yes
Fuel economy: 21/23 m.p.g. city/highway

Soybeans in the outfield

Alternative fuels are the key ingredient in Chrysler’s comeback strategy.
By Nina Russin

Chrysler Aspen Hybrid

Chrysler’s Chelsea Proving Grounds has gone brown, thanks to soybean crops planted in its greenbelts. Soybeans are the basis for biodiesel: a renewable fuel the manufacturer is using to power its heavy-duty pickups. The bean fields reflect Chrysler’s commitment to making biodiesel-powered production cars a reality.

At a recent press conference Frank Klegon, Chrysler executive vice president of product development, explained that alternative fuels and more fuel-efficient gas engines are key to the company’s comeback. In addition to biodiesel, the manufacturer is also focusing on flex-fuel powertrains, and a new hybrid engine that Chrysler is developing in conjunction with BMW and General Motors.

Bean machines

Engineers are working on two biodiesel engines: one available on the Dodge Ram 2500/3500 series, and the second to power the 3500/4500/5500 pickup trucks. The trucks run on B5: a five percent biodiesel blend. A dealer-installed option allows the trucks to run on up to twenty percent biodiesel. Biodiesel has a tendency to absorb water. The option includes filters that strip the water out of the fuel.

Luke Marsh, body-on-frame engineer in charge of the biodiesel project, explained that one of the problems he faces right now is that the fuel is not federally regulated. There is a lot of variation in fuel quality. He is hoping to see the new federal standards for biodiesel within a year.

The other problem with biodiesel is that it has a short shelf life: about a month. The fuel is most stable at moderate temperatures. It degrades faster in extreme heat.

But biodiesel also has advantages over traditional diesel. It’s cleaner burning, and it tends to extend engine life because it does a better job of lubricating moving parts. Marsh hopes to see widespread use of biodiesel within the next few years.

As with traditional diesel, biodiesel engines have exceptional low-end power. That’s important for trucks whose main purpose is to haul cargo and tow trailers. The 2500/3500 engine produces 650 foot-pounds of torque at 1500 rpm: it develops peak power at extremely low speeds. Not only does the torque help the engine tow, it also makes it accelerate harder off the line, and in the twenty-to-fifty mile-per-hour range.

Fuel economy is about thirty percent better than comparable gasoline engines. Luke estimates that the heavy-duty Ram with the biodiesel engine will average about 17 miles-per-gallon: not bad for a truck weighing eight thousand pounds. A gas-powered version would average just over fourteen miles per gallon.

New hemi hybrid

The Chrysler Aspen and Dodge Durango both go green next year, with a two-mode hybrid developed in conjunction with General Motors and BMW. The engine uses Chrysler’s multiple displacement technology: it turns off half of the cylinders when the demand for power is low. Engineers expect a twenty-five percent improvement in overall fuel economy. The sport-utility vehicles will get forty percent better gas mileage on the highway.

The hybrid system has two electric motors that power a low and high mode respectively. At speeds up to twenty-five miles-per-hour, the truck can runs exclusively on electric power. Above that, the gasoline engine kicks in. Low mode powers the truck when it is idling or cruising, while high mode works during hard acceleration and climbing. Electric motor assist at all speeds allows the engine to run on half its cylinders over a greater power range.

I drove the Durango on a short loop around the proving grounds. At low speeds, the engine’s operation is flawless. Driving under twenty-five miles-per-hour, I experienced performance in the pure electric mode. The silent engine caught people crossing our path off-guard.

The hybrid also works well during moderate acceleration. In the short test drive, I didn’t notice a difference in front-to-rear weight balance or steering response. Braking was strong and linear.

Hard acceleration produced some noticeable chuggles: problems that the engineers will most likely solve with software modifications. At this point, it’s hard to compare the system to Toyota’s hybrid synergy drive system, which has been on the market for several years. Toyota has had plenty of time to get the bugs out. The Toyota system is essentially invisible to the driver, except for significant improvements in fuel economy.

Toyota reminds the driver of those fuel economy improvements with real-time fuel meters on the instrument panel. The Durango and Aspen have no fuel meter: just an indicator light on the dash that tells the driver if he is keeping gas mileage in optimum range.

Chrysler engineers plan to have the hybrid system ready for production next year.

Corn power

Like Ford and General Motors, Chrysler is producing flex-fuel production cars that are E85 compatible. E85 is a gasoline blend that is eighty-five percent ethanol. Because the ethanol is produced from corn, E85 is a renewable fuel. Cost and availability varies. Widest availability is in the Midwest: cost there is also lowest.

Performance is essentially the same as for gas-powered cars except for a drop in fuel economy. E85 is slightly more expensive than conventional gasoline.

Bread and butter

Since most American drivers still prefer cars with traditional gas engines, Chrysler is introducing three new engine families, all promising better gas mileage. In February, the manufacturer announced the development of a new V6 engine called “Phoenix” for 2010, to be produced in three all-new assembly plants. The Phoenix engine uses cylinder deactivation to improve gas mileage. At idle, low speeds and cruise, the engine runs on half of its cylinders. The remaining cylinders kick in when the engine is under load.

A new 4.7-liter flex-fuel engine replaces the previous 4.7-liter V8, with a five percent increase in gas mileage. The new engine is also more powerful: horsepower is up thirty percent, and there is a ten percent increase in torque.  For 2009, Chrysler will refresh its 5.7-liter hemi engine, with similar gains in fuel economy, horsepower and torque.

Common-rail diesel

While Daimler no longer holds a controlling interest in the company, it will maintain its partnership with Chrysler in developing common-rail diesel engines for production. The 2007 Dodge Ram heavy duty equipped with the Bluetec engine is emissions certified in fifty states. The 2009 Jeep Cherokee will also be available with a clean diesel engine.

2007 GMC Acadia

By Jim Woodman

2007 GMC Acadia

I first eyed a GMC Acadia when one of my neighbors scored one of the very first ones to be sold in San Diego. The sleek, yet bold design certainly caught my family’s attention and I must admit I’ve been intrigued ever since. No question the Acadia is a very attractive vehicle.

So when it came time to test drive the Acadia, which is named for Acadia National Park, an idyllic island preserve just off the coast of Maine, I couldn’t wait to put the Arcadia through the paces.

My 2007 model, which wasn’t sold till February or March 2007, was the front-wheel-drive SLT-1. There are three trim levels: SLE, SLT-1 and SLT-2. SLE starts at $29,990 and SLT-1 sets you back $33,225 for front-wheel-drive versions. All-wheel-drive will set you back another $2,000 which effectively takes the Acadia out of the ALV best value class on the SLE trim.

That said, for purposes of this review and because I tested the SLT-1 FWD version, I’m obliged to classify this vehicle as luxury because 99% of these are going to be sold north of our $30k best value limit. Of course, if you go nuts on the options and choose an AWD SLT-2 at $38,105 base, you can find yourself sneaking up close to $50k.

If you have to know, the SLT-2 trim dials you into more luxury extras such as rear parking assist, 8-way power seats instead of 6-way, 115 volt power outlet and assorted conveniences that you may or may not want for the extra $2,880 added to the base price. Each trim comes with a 3.6-liter V6 engine that produces 275 horsepower and 251 pound-feet of torque. A six-speed automatic transmission is standard.

Crossover SUVs

And for those that recall my Buick Enclave review, the Acadia, along with the Saturn Outlook, is a close first cousin. These vehicles share the same platform and are part of the fastest growing segment in the auto industry: crossover SUVs.

As a dad with three kids all under eight years, I’ve become a big fan of these crossovers. The fact you can get three rows of seating and, depending on your choice of second row, easily carry seven or eight passengers is a huge bonus. And, unlike three-row SUVs of a few years back that could barely give a child enough leg room in the back row, today’s crossovers are plenty roomy for adults in the back row.

While I wouldn’t want to sit in the back row of an Acadia for an extended road trip, it’s more than adequate for daily commuting and family outings. And, when you consider carrying children, these crossovers are quickly replacing minivans as all-purpose family vehicles.

Child Seat Installation

Installing my 2-year-old’s car seat was a snap. The safety LATCHes were well-placed and didn’t require a struggle with the seat cushions to snap the hooks in place. The rear tether hooks are conveniently placed right behind the second row seats. While a second row bench is optional and can increase seating capacity to eight, our model had a pass-through area between two captain’s chairs which made it very convenient for my kids to get in and out or move between rows.

Acadia also features a “Smart Slide” second row feature that lets the seats slide four inches fore and aft - with just one lever - and easily flip up and out of the way for access to the third-row seats.

Handling and Acceleration

The Acadia handled much like a car and its exceptional turning radius, for a car this size, made getting in and out of tight parking spaces much easier than with my minivan or other large trucks and SUVs I’ve driven. I wasn’t overly impressed with the highway acceleration as I felt it certainly adequate but a little lacking when wanting to go from say 40mph to 70mph. The Acadia seemed to perform best at low-end torque, meaning it does pretty well off the line: 0-40mph.

Shifting was very smooth on normal accelerations but seemed to delay shifts a little too long when accelerating hard. To be fair, very few people are going to pound the accelerator to the floor in an Acadia. This isn’t what the car is designed for and if normal day-to-day commuting and car pooling the kids is your gig, you’ll be grinning ear to ear in your Acadia. Every once in a while I’d get a lag or delay on a downshift but it wasn’t too annoying or noticeable. As with the Enclave, it seemed to occasionally happen when releasing the accelerator at speeds under 30mph.

The Acadia doesn’t seem to be as friendly at the pump as it claims. EPAs are 18 and 26 for city and highway respectively, which seems reasonable but I’d count on being lucky to get 18 mpg on the freeway. I spent most of my time in stop and go traffic and while I didn’t calculate this exactly, I found myself going from a half tank to near empty in less than a hundred miles. I also noticed the fuel gauge could vary significantly based on whether I was parked on a slope or not. After starting the car, and getting to flatter roads, it would take several minutes before I got an accurate fuel gauge reading.

Cargo Storage

I did like the 60/40 third row seat fold down configuration which made hauling gear on one or both sides of the third row very easy. Moving the seats up and down was a snap. Even with the third row in place, there was more than adequate space behind the third row (19.7 cubic feet) for hauling groceries and equipment such as tennis racquets, golf clubs and, if I were to remove both front and rear wheels, my racing bicycle.
With the second and third rows folded down, the Acadia boasts an impressive 116.9 cubic feet of cargo storage. Folding down just the third row, scores you 68.9 cubic feet to haul your gear.

But here’s the cool part — and this is key to why crossovers are so hot. The Acadia delivers literally the same amount of interior passenger space as a Yukon and significantly more cargo room, yet it’s a tad smaller outside. Think about what I just said. A slightly smaller vehicle on the outside, with more room — that drives more like a car — and gets better gas mileage than the large SUV. Can you say no-brainer?

An optional power liftgate ($350), which could also be controlled from the keyless remote allowed me to easily open the rear cargo area. Surprisingly, the remote only allowed me to open the gate. Closing it required me to push a button on the gate. Okay, call me soft but I kind of like these power open and close remote functions.

The center console features a sliding, fore and aft, compartment that has additional climate control buttons for the rear passengers. It’s kind of a slick feature, but the storage space in the center console is a little confusing. It took me awhile to even realize there was a second storage area beneath the top one and it wasn’t all that hefty. Normally, I’d like to pack in CDs, sunglasses and the typical junk we haul around in our cars into the center storage area. It’s like some engineer got a little too cute with the design and forgot the basic principles of simplicity and function.

Plenty of Standard Features

Standard features on my SLT-1 included full power controls for just about everything, leather appointed seats, tri-zone climate control and a full array of airbags. Stabilitrak stability control with roll mitigation, traction control and antilock disc brakes are also included. The base stereo is a six-speaker system with an in-dash CD player with MP3 playback. As with the Outlook and Enclave, I really like the fact I could also store favorite radio stations from different bands on the same memory set. So instead of having to switch to the satellite radio band when I want to switch from a favorite FM station, all I needed to do was push one of my preset memory buttons.

My test model also featured a dual skyscape sunroof ($1300 option) that allowed the front one to fully open and the rear sunroof came with a power sunshade, much to the fascination of my children.

Another love-it-or-hate-it option included a head-up display ($300) which displays your current speed, tachometer and radio station (plus artist for satellite radio) in the windshield as kind of a hologram. It’s a nice feature that will probably help those with a lead foot as that digital speed display is in your face and you’ll immediately know you’re speeding. You can choose to not show the display or move it up or down for optimal viewing angle.

For those looking for a crossover with bold and aggressive looks, the GMC Acadia may just be your ticket. It drives much more like a car than a large Size SUV, yet boasts just as much — or more — passenger and cargo carrying capacity than those big SUVs. GMC’s strong truck heritage certainly comes across when looking at the front grille, yet the exterior lines and styling are distinct and eye-catching enough to ensure you’re not only getting where you want to go with plenty of room, but with plenty of style.

Quick Facts:

Base price: $33,225
Price as tested: $36,879
Horsepower: 275 hp @ 6600 rpm
Torque: 251 lb-ft @ 3200 rpm
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No
Towing: Yes
Off-road: No
Bicycle friendly: Yes
Fuel economy: 18/26 mpg city/highway

2007 Volkswagen New Beetle Convertible

The New Beetle convertible is super-stylish, but is it more than a pretty face?
By Nina Russin

2007 Volkswagen New Beetle Convertible

When Volkswagen designers unveiled the New Beetle, it grabbed the limelight as few cars do. The concept was the darling of the North American International Auto Show, and when production models arrived, they flew out of dealerships in record time.

Then the Mini rolled out, and the New Beetle became yesterday’s news. Why? Because the Mini took the retro concept one step further. Not only did it look cool; it was also uber fast.

Mini buyers found as much to love in the car’s BMW underpinnings as its pop-Brit exterior. They swarmed to SCCA races like a pack of bees, and on the track, the Minis took no prisoners.

I’m not sure why Volkswagen engineers haven’t made a high performance version of the New Beetle. It’s certainly not for lack of talent. Just look at the GTI.

This isn’t to say that the New Beetle is a bad car: it has the solid feel and well-rounded performance that European cars excel at. But with a zero-to-sixty acceleration time of 9.4 seconds, it isn’t going to win any races.

White, white, white

For 2007, Volkswagen offers a triple-white version of the New Beetle convertible. The white exterior and leather upholstery show off the car’s styling to its best advantage. Throughout, the design is clean and uncluttered. On the exterior, the Beetle’s hemispherical profile harmonizes with similar shaped wheel flares, elliptical headlamps and tail lamps. While the soft top limits the size of the rear window, the A and B pillars are narrow, to maximize the front and side glass areas.

Inside, the while upholstery is downright elegant. The gauges are attractive and simple to read. The 140 mile-per-hour speedometer is a nice touch, even if top speed on the automatic model is only 124.

Designers managed to incorporate the temperature and audio controls into a relatively small, uncluttered center stack. The center console has two generous-sized cupholders, and an armrest with a small locking bin. Map pockets in the front doors provide additional storage space. There is a second locking bin between the two rear seats.

The standard ten-speaker audio system is a cut above: it has excellent sound quality, a standard CD changer and MP3 jack. The car is pre-wired for Sirius satellite radio.

The glovebox is small but functional. A grab bar above the glovebox is a throwback to the original Beetle. It has no real value in the new car, except as decoration. Ditto for the bud vase next to the steering column.

The front-row seats are firm and comfortable with good lower back support. The manual adjustments for the driver and front passenger are easy to use. The tilt and telescoping steering wheel allows smaller drivers to maintain a safe distance from the front airbag.

On the convertible, the front seatbelts attach along the rear windowsill. There are hooks on the sides of the seatbacks to keep seatbelts positioned at the passengers’ shoulder height.

Head, shoulder and legroom are excellent up front, but don’t plan to put passengers in back. There is absolutely no legroom, even with the front seats pulled far forward. The rear seats might hold a small pet, and they provide additional space for small packages, since the trunk has very little room. They also flip down to provide a pass-through to extend the cargo floor.

The three-layer soft top does an excellent job of isolating road noise. It also keeps the interior cool in the hot Phoenix summer. Buyers in cold climates should find the same thing in the winter. The standard heated glass rear window enhances visibility in snowy weather.

The top is easy to release with a single-handle. It piles behind the back seat, much like the original Beetle. On the convertible, the driver can lower all four windows with a single switch.

Beach cruiser

Getting behind the wheel, it becomes obvious that the New Beetle is a car to see and be seen in. It is most at home with the top down, motoring along a two-lane road: preferably one by the ocean.

 It is not a car for performance enthusiasts. Not only is the acceleration soft; so is the cornering. That’s a surprise, since the suspension is relatively stiff. Visibility to the front and sides is good, although the long dashboard gives the interior a bit of a fishbowl feel. The raked windshield makes the A pillars more noticeable, but they don’t obstruct visibility.

There are large blind spots to the rear when the soft top is up. I found myself double checking traffic to the right before changing lanes on the freeway.

The 150-horsepower five-cylinder engine has adequate power in the twenty-to-sixty range, for merging into high-speed traffic. Pickup is slow when passing other vehicles at highway speeds. The car has adequate acceleration off the line, but don’t expect to beat other drivers out of the tollbooth.

The rack-and-pinion steering is responsive at all speeds with a nice, on-center feel. Turning radius is a respectable 36 feet. The front-wheel drive chassis doesn’t seem to have excessive oversteer. It should provide a little better traction on wet roads, assuming the driver doesn’t push the car too hard.

High level of standard safety

Volkswagen has been one of the leaders in airbag technology: it was one of the first manufacturers to offer side curtain airbags in its vehicles. While it’s impossible to have side curtain airbags in a convertible, the test car has standard front and side airbags with head and thorax protection. A new active rollover support system deploys two, spring-loaded aluminum posts to protect passengers in a severe collision. Other standard safety features include antilock brakes, traction control, and electronic stabilization program.

Affordable fun

As convertibles go, the New Beetle offers a lot for the money. Base price on the drop top is $22,120. Sticker on the test car is $26,630: well within the limits of our best value category. All cars come with a five-year powertrain warranty and four years of standard roadside assistance.

Fuel economy is good: 22/30 miles-per-gallon city and highway, using the 2007 E.P.A. standards. Expect the fuel ratings to go down slightly for the 2008 model year, since the government has changed the certification system to more accurately reflect real driving conditions.

The triple-white New Beetle convertible is currently on display at Volkswagen dealerships nationwide.

Likes: Outstanding styling, inside and out: the New Beetle has the classic geometric shapes and simplicity of Bauhaus architecture. It is affordable, has good fuel economy, and a high level of standard safety features.

Dislikes: Lack of engine power, especially low-end torque.

Quick facts:

Base price: $22,120*
Price as tested: $26,630
Horsepower: 150 Hp @ 5,000 r.p.m.
Torque: 170 lbs.-ft. @ 3,750 r.p.m.
0 to 60: 9.4 seconds
Antilock brakes: Standard
Side curtain airbags: N/A
First aid kit: No 
Towing: No
Off-road: No
Bicycle friendly: No
Fuel economy: 22/30 m.p.g. city/highway
Comments: *Base price does not include a 640 destination charge.

2007 Jeep Wrangler Rubicon

Ultimate Off-Road Tool
By Nina Russin

2007 Jeep Wrangler Rubicon

If I was to rate the off-road courses I’ve driven on a scale of one to ten, the Rubicon trail just outside of Lake Tahoe would be eleven. It’s easier to walk the trail than to drive it: faster too. Vehicles without four-wheel drive and a two-speed transfer case need not apply. There are few times, if any, that all four wheels of any given vehicle will make contact with the ground. Going forward on two is not unusual.

When Bob Lutz was Vice Chairman of Chrysler, he decided to make the Rubicon trail the litmus test for all Jeep products. Jeeps that have the guts to go end to end in tact are called “trail rated.” Having driven the Rubicon trail in a Wrangler, I can attest to its durability.

Because visibility is so important in off-road driving, the doors of the Wrangler come off, and the windshield flips down. The wheels have tons of travel. Skid plates beneath the truck protect the chassis against rocks. The Wrangler can go through deep water without intrusion into the engine. There are tow hooks to the front and rear. Best of all, the whole interior is designed to hose out after the adventure is over.

Rubicon is also Jeep’s designation for the top-grade Wrangler, one of three trim levels. The Rubicon has a base price of $26,090: the test car with a removable hard top, upgraded stereo, side airbags and automatic transmission retails for just over $31,000.

The Wrangler Rubicon has larger front and rear axles than the lower grades, special wheels and off-road tires, locking front and rear differentials, an electric disconnecting sway bar to give the wheels more travel on trails, and a more sophisticated two-speed transfer case.

All of this makes the Wrangler Rubicon either the best or worst active lifestyle vehicle on the planet. For off-roading enthusiasts, it’s manna: for triathletes, probably not. For example, the Wrangler doesn’t have a lot of storage space with the rear seat in place. The second-row seat tumbles forward to extend the cargo floor, but the space is still too small to fit a bike in easily, even with the front wheel removed.

The real deal

One of the coolest things about the Wrangler is its styling, evolved front the original 1941 Willys Jeep. Its exterior doesn’t change much: the distinctive front grille and round headlamps look pretty much the same as they did fifty years ago. Innovations such as the three-piece modular hard top are crafted to blend in with the classic Jeep styling.

The Wrangler is obviously a no-nonsense car for people who like to live life on the edge, or at least drive on it. Despite the availability of both hard and soft tops, it’s basically an open-air car. The Wrangler seems most at home with the top removed, blazing down a dirt trail, with bungee cords holding down the cargo. Everything the driver needs to survive a tough trek in the wilderness is easy to get to: the rear-mounted full-sized spare tire, locking center console, electronic locking differentials, transfer case controls, power points, etc.

The new cars have a few more concessions to the civilized world: more passive safety features, available power windows and locks, remote keyless entry, and satellite radio. The new hardtop comes with a rear window defroster and wiper. The glass flips up and out of the way to make loading cargo easier.

Improvements for ‘07

The 2007 models have a more powerful V6 engine, paired up with a four-speed automatic transmission. Compared to the outgoing model, the new Wrangler Rubicon has more low-end torque. It’s easier to merge onto the freeway, and to pass other vehicles at speed.

Engineers made the frame stiffer, which translates to fewer squeaks and rattles. They also retuned the shocks and suspension to keep the vehicle flatter on paved roads. The sway bars keep the Wrangler flatter in the corners.

Visibility with the hard top in place isn’t great. The rear window is relatively small, and the brake light blocks some of the view. The side mirrors do an acceptable job of compensating for blind spots, but I wouldn’t want to try a series of quick maneuvers in thick traffic.

The new models are more spacious inside. There is more room for both front and rear passengers. It’s still hard to get into the back seat since the Wrangler is a two-door vehicle, and rear passengers have to climb up and around the front seats. The front seats flip forward, but there still isn’t much room, due to a fairly large B pillar.

Electronic stability program and antilock brakes are standard on all models. The test car also has side air bags: a $490 option.

All models have a grab bar mounted on the instrument panel for the front passenger. It works pretty well when the vehicle is at a sharp tilt going over a gnarly group of boulders. Since the doors are usually removed at this point, side airbags won’t work.

Most off-road driving takes place at extremely slow speeds: under five miles-per-hour. As long as the Wrangler doesn’t roll, the passenger should be able to use the grab bar to keep from sliding out of the seat.

Small but functional cargo area

Designers made the best use out of the limited cargo space by adding a small under-floor storage area, and equipping the cargo floor with plenty of tie-downs. Flipping the second-row seat forward is easier with the headrests removed. Once that’s done, it’s basically a one-step operation. With the seat folded forward, there’s enough room for some camping gear, but the space is still too small to comfortably house a bicycle. The rear gate opens sideways, and the glass flips up, so access to the back is good.

Towing capacity for the Rubicon is 2000 pounds with either automatic or manual transmission: not enough to meet our ALV requirements.

More luxurious interior

The test car has the optional stereo upgrade: a six-disc changer that’s MP3 compatible, and AM/FM/ satellite radio. The new modular hard top ($1585) comes with a rear window defroster and wiper. The three-piece top has separate removable sections for both front passengers, and a third panel for the rear seats.

The cloth upholstery is soil-repellent and anti-microbial: an asset for those of us who get sweaty enough to soak the seats. There are two large cupholders in the center console and two power points in the instrument panel. The doors have map pockets but not bottle holders. There’s a large flat work surface between the two front seats, and plenty of small cubbies to hold things like cell phones and PDAs. The center console also has a locking compartment to store valuables when the hard top is removed.

Considering the fact that the hard top doesn’t provide much insulation, the air conditioner works surprisingly well. It can cool the vehicle down quickly in the late afternoon, when temperatures here in Phoenix reach into the triple digits.

Off-road performance for city dwellers

While the Jeep Wrangler has always excelled in extreme off-road conditions, it has not been a particularly practical car for everyday use. The new Wrangler comes a lot closer. It’s got a smoother, more refined ride, a better engine, more comfortable interior, and more safety features. Don’t expect the ride and handling of a passenger sedan: that isn’t what the Wrangler is about. It’s a niche car for people who want to blaze their own trails, and eat plenty of dust in the process.

The Jeep Wrangler is produced at Chrysler’s Toledo, Ohio assembly plant, and is currently in showrooms at dealerships nationwide.

Likes: An extremely capable off-road vehicle with exceptional wheel articulation, traction, and durability. The new Wrangler Rubicon is a better road car than the outgoing model, with a more powerful engine, stiffer frame, better suspension, and more comfort and convenience features.

Dislikes: The cargo area is small, even with the second-row seat tumbled forward. The second-row seats are hard to get into. Visibility to the rear is limited with the hard top in place because of the small rear window.

Base price: $26,090
Price as tested: $31,125
Horsepower: 202 Hp @ 5000 r.p.m.
Torque: 237 lbs.-ft. @ 4000 r.p.m.
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: N/A
Fuel economy: 16/19 m.p.g. city/highway
Towing: No
Off-road: Yes
Bicycle friendly: No
First aid kit: No
Comments: Base price does not include a $660 destination charge.

2007 Subaru B9 Tribeca

By Jim Woodman

2007 Subaru B9 Tribeca

It’s not surprising that Subaru made a move into the SUV market with last year’s introduction of the B9 Tribeca. After all, Subaru prides itself on all-wheel drive vehicles and a big strike against them was the fact they never had a vehicle large enough to appeal to larger families or those who use their vehicles to store their sports toys.

“B9″ is Subaru’s internal designation for its powertrain and chassis while Tribeca is short for “Triangle Below Canal Street,” a fashionable and hip Manhattan neighborhood.

The B9 Tribeca is one of those love-it-or-hate-it styled vehicles. My wife’s immediate reaction was “I love it. It’s really funky and different.” I, on the other hand, find the front styling downright ugly but find the rest of the exterior to be pretty cool looking. Again, this is why some people like chocolate and others prefer vanilla. Using ice cream terms, the Tribeca could be classified as Ben and Jerry’s “Chunky Monkey.” My wife loves the front styling and she’s a Chunky Monkey fan.

The Tribeca comes in a 5- or 7-passenger arrangement. I test drove the 5-passenger model though, with three young children, I would’ve really liked checking out that third row. As it was, we could easily get our three boys across the back seat - one in a car seat and one in a booster.

And speaking of car seats, getting to the tether hooks and safety latches was very easy. We had our two-year-old’s car seat securely installed in well under five minutes.

All the Creature Comforts

Inside, the Tribeca has all the creature comforts we’ve come to expect lately. Power everything, including a moonroof, and leather trimmed upholstery give the Tribeca as very classy and elegant look. The instrument panel has a funky but very ergonomically laid out instrument panel. Some nifty driver and passenger climate control knobs allow you to switch the temperature up or down by simply turning a dial knob clockwise or counter-clockwise. A digital temperature display is centered within each of the knobs.

The AM/FM stereo features a 6-disc CD changer in the dash and is MP3 compatible. I also liked the auxiliary audio jack that allows you to plug in your Ipod or other portable music device. With the proliferation of portable digital music, this is becoming a must-add feature for the automakers.

My Tribeca was also outfitted with a GPS Navigation system that had some good and bad points. On the good side, I noticed the route guidance always gave me better direction than the Honda navigation system I have on our family Odyssey.

For example, there are a couple obvious shorter ways to get to my house from certain locations. The Honda unit never suggests those while the Subaru did every time.

What I didn’t like is what a reach it was to get to most of the functionality. Yes, there are redundant buttons on the dash, but most of what I had to do involved touching the screen. The Tribeca also won’t allow you to enter data while moving more than a few mph.

While I understand the safety aspects of this feature, there are many times my wife is entering addresses while on the move as I drive. I also didn’t like the fact I couldn’t find category stuff near me unless I chose one of the nearest five cities.

But what happens, as so often does in most large cities, when you’re near three or four cities and want to find the closest Chinese restaurant? You guessed it. You have to search each city individually. If there was a way to “sort by nearest” type of function, it certainly wasn’t obvious.

My Tribeca’s navigation screen also doubled as a reverse camera with sensors. While it’s very cool to have the camera show you any obstacles behind the vehicle, the wide angle lens makes it very difficult to judge distances. Fortunately, there are color coded bars that show you how close you are to what you see on the screen.

I’m not sure I could ever get used to not relying on actually looking through the back window while in reverse. That said, I could definitely do without the rear sensor alarms as they’d go off every time I backed out of my driveway and there was nothing behind me but the street curb.

Zippy Acceleration

I was pleasantly surprised at the Tribeca’s zippiness. Acceleration was very snappy from a start or slow speeds but somewhat sluggish at mid-range or highway speeds. I find this very acceptable as I’m the kind of driver that likes to get off the line fast.

Of course my heavy foot kills me at the fuel pump and the Tribeca is fair at best with an EPA of 18/23 mpg city/highway. Keep in mind, if you’re purchasing a mid-size SUV you’re certainly not doing it for fuel economy. I can’t wait for better hybrid engines to start infiltrating the mid-size SUV segment.

The Tribeca is powered by a 3.0 liter, six-cylinder engine that delivers 250 horsepower and 219 pounds-feet of torque. The five-speed automatic transmission also features normal and sport shift modes.

Subaru’s Symmetrical full-time all-wheel drive normally splits power 45/55 front/rear and adjusts as traction conditions change. While I never drove the vehicle on wet roads, it was very comforting to know I was getting excellent traction on just about any surface.

Cargo Capacity

On my 5-passenger model there was plenty of room to load my bicycle and other toys in the cargo area. All I had to do with my bike is remove the front wheel. I imagine with a third row option, you’d be hard-pressed to put a bike behind the third row.

I especially liked how easy it was to open and close the lift gate. I literally barely had to push the gate down to feel it securely lock in place. The rear seat was also configured for a 60/40 fold down split if you need more room to haul your gear.

Factor in safety equipment like standard anti-lock brakes, front and side curtain air bags, symmetrical AWD and traction control and you’re certainly comforted by the fact the Tribeca is a very safe vehicle.

Taking everything into account, there’s no question the B9 Tribeca will be on my short list of vehicles when replacing our family mini van. The Tribeca just looks and feels the part of a fun vehicle to drive and own. Plus it’s just different enough, assuming I can live with that front grille styling, to give me a little individuality in an otherwise overcrowded arena of SUVs and crossover vehicles.

Quick Facts:

Base price: $34,495
Price as tested: $37,033
Horsepower: 250 @ 6,600 rpm
Torque: 219 @ 4,200 rpm
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No
Towing: Yes
Off-road: No
Bicycle friendly: Yes
Fuel economy: 18/23 mpg city/highway

2007 Infiniti G35 Coupe

Tuned for performance
By Nina Russin

2007 Infiniti G35 Coupe

A steering wheel can make or break a car. Before power steering was invented, steering wheels were the diameter of beach balls: extra girth gave the driver more torque to move the steering gear. Now, steering wheels are a lot smaller, but most aren’t small enough. When I find a steering wheel small enough to fit my frame, I see the whole car in a more favorable light.

The Infiniti G35 coupe has a right-sized steering wheel. When I get into the driver’s seat, I feel as if the designer had me in mind. If the G35 was a racecar, I’d need to add a five-point harness, but I wouldn’t have to change the seat or the steering wheel, because they’re perfect out of the box.

The G35 is so driver-oriented, that the other three seating spaces are almost extraneous. In fact, the back seats have very little leg or head-room, due to the aerodynamic lines of the roof. The steering wheel has redundant volume and phone controls, so the driver can keep his eyes on the road. Controls on the instrument panel are easy to reach from both front positions. Key climate and audio controls have separate knobs, so the driver can access them without using the more complicated mouse that also controls the navigation system.

This leaves the passenger with very little to do, outside of looking at the cool 3-D graphics on the navigation screen. The driver will be having too much fun driving to focus on a conversation. The exhaust note is so nice that the Bose sound system is almost an afterthought. This isn’t to say that the Bose system isn’t worthy of an audiophile: it is. But unless that person is playing something as cool as the digitally remastered “Birth of the Cool,” by Miles Davis, what comes out of the speakers won’t be as cool as the sound coming from the tailpipes.

Why racecars make road cars better.

Racecar technology has always been core to Infiniti’s mission. Engineers spend lots of time working on things that most people don’t see: under-car aerodynamics is one example. But this “invisible” technology is what makes the G35 different than other luxury coupes. Making the car more aerodynamic under as well as above the chassis improves fuel economy, and gives the car better ride and handling. Driving through a cloverleaf is a visceral experience.

There’s more steering effort on the G35 than most passenger cars, but not enough to be distracting. The tight steering is most noticeable at low speeds. On-center feel is excellent. Engineers developed a system called rear active steer that varies the suspension geometry according to driver input. The more aggressive the driver is, the stiffer the rear suspension becomes, so the driver can maintain control. Cruising at moderate speeds the suspension is more compliant, similar to a luxury sedan.

The suspension itself is heavy on aluminum to minimize unsprung weight. The difference between light suspension components and heavy ones is similar to training shoes versus racing flats: both get the job done, but the flats work much better at speed. Like the flats, the car rides on low-profile rubber. The sport-tuned suspension package on the test car includes a 19-inch wheel upgrade (17-inch wheels are standard). Ripple-control shock absorbers compensate for the hard ride of the low-profile tires.

The G35 is a rear-wheel drive platform and it shows. Front-to-rear weight balance is near perfect.
Engineers positioned the engine behind the front axle, so the majority of the chassis weight is right near the driver. That’s ideal for performance, as is the low center of gravity. The aero package adds a rear spoiler and diffusers, to optimize down-force. None of this is noticeable while commuting through rush-hour traffic, but it does make a difference on a two-lane rural road, when the driver can really open up the engine.

The five-speed automatic transmission is well matched to the car’s standard V6 engine. There is no noticeable shift shock when the driver is traveling at moderate speeds. At wide-open throttle, the transmission responds accordingly for good linear acceleration. The driver can also opt to use manual gear selection on the shift column.

Visibility around the car is excellent. The rather large rear pillars don’t seem to obstruct the driver’s side or rear vision.

Keyless start is standard for G35 coupes with the automatic five-speed transmission. Since the manual transmission cars come with conventional ignition systems, the driver still needs to crank the switch on the steering column. I still don’t see the value in this feature, but I suppose it’s one of those add-ons that luxury automakers consider necessary in order to make their vehicles competitive.

Small but functional passenger cabin

Inside, the G35 works well for two passengers. Even small adults will feel cramped in the rear seats. The optional sunroof makes the most of the limited space by flooding it with ambient light. Both rows of seating have center consoles with storage areas and cupholders. The doors also have bottle holders molded into the map pockets. The front center console has a generous-sized bin behind the cupholders, with a 12-volt outlet, change holder, and a small, removable tray the right size for a cell phone or PDA. The glovebox is small, primarily because the DVD player for the navigation disk is directly above it.

The navigation map is cool to look at but not particularly easy to read because of the 3-D imaging. The screen that pops up above the center stack is easy to see without obstructing the driver’s view of the road. I can’t see paying $1800 for the option since aftermarket devices that mount on the dash do as good a job at the fraction of the price.

The premium package adds the upgraded audio system, sunroof, dual zone temperature controls, auto-dimming rear mirror, and Bluetooth-compatible hands-free phone. It’s probably worth considering for drivers who have long commutes. The aero package ($550) and sport-tuned suspension option ($1600) are worthy investments for driving enthusiasts who might occasionally take their G35 to the track.

Limited cargo space

The trunk is deep but fairly narrow and shallow. A pass-through allows the driver to fold the rear seats flat and load in longer items. It’s possible to load a road bike into the car, but not especially easy. The G35 is best suited for people who don’t carry a lot of luggage or gear on a regular basis.

Standard first-aid kit

Standard safety features on the G35 include front, side and side-curtain airbags, antilock brakes, vehicle dynamics and traction control, a first aid kit, and a tire pressure monitoring system.

Base price for the G35 is just over $33,000. It’s a lot of car for the money, and a good candidate for shoppers seeking a more practical alternative to traditional sports cars. The G35 is available for test drives at Infiniti dealerships nationwide.

Likes: Exceptional ride and handling, with a suspension worthy of cars that are significantly more expensive. The G35’s race-inspired chassis will not disappoint serious driving enthusiasts.

Dislikes: Minimal storage space in the passenger cabin, especially for four passengers. Trunk space is also limited.

Quick facts:

Base price: $33,450
Price as tested: $41,330
Horsepower: 280 Hp @ 6200 r.p.m.
Torque: 270 lbs.-ft. @ 4800 r.p.m.
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: Yes 
Fuel economy: 18/25 m.p.g. city/highway
Towing: No
Off-road: No
Bicycle friendly: No
Fuel economy: 18/25 m.p.g. city/highway
Comments: Base price does not include $650 destination charge.

2007 Chrysler Aspen Limited 4×4

By Jim Woodman

2007 Chrysler Aspen

It’s hard to believe, but before Chrysler introduced the Aspen, they didn’t have a SUV touting the “Chrysler” brand. Sure one could argue the Durango was its entry under the Dodge brand and some of the Jeeps are SUVs but, regardless of brand, Chrysler didn’t have anything to compete head on with the likes of the Lincoln Navigator or Cadillac Escalade.

So here’s the Aspen, a decidedly large luxury SUV - though not quite as massive as the big full-size SUVs and certainly “garageable” - that wedges its way, ever so slightly, just under the super-size SUV category. Chrysler’s thinking - and many may disagree with this point - is that we needed another SUV segment within these already ultra narrow customer segments.

Is there really that much of a difference in size between the Aspen and its established full-size competitors? Not really.

Consider the Ford Expedition boasts 221.3 inches of garage-defying length; Lincoln’s Navigator comes in at 208.4 inches; Cadillac’s Escalade is at 202.5 inches and the Aspen is essentially the same as the Escalade at 202.1 inches. And, if you really need to know, the Chevy Tahoe drops in at 202 inches even. Anybody feeling a little crowded yet?

Ironically enough, my youngest son - who’s almost three going on six - kept referring to our test drive Aspen as our “Lincoln.” Take no offense Ford, but Chrysler’s aim at the Lincoln Navigator market has already hit a bull’s-eye with our two-year-old.

Now don’t get me wrong. I really liked the Aspen. In fact, of well over 20 SUVs, crossovers, trucks and wagons I’ve reviewed this year, my 8-year-old son claimed the Aspen was his favorite. And I completely understand why Chrysler felt compelled to throw an offering into this already crowded mix. They certainly didn’t want to be the only American automaker without a big luxury SUV in their lineup.

But while people love these big SUVs - especially those with large families and plenty of sports equipment to haul around - you can see the trend is slowly moving away from these behemoths. Today’s consumer can choose between an array of crossovers and minivans that aren’t so gas thirsty, yet do just as good a job at hauling large families and their sports gear.

The main reason to drive one of these super-sized SUVs is the large footprint and associated towing capacity. We’re talking BIG capacity here - the Aspen can tow 8,950 pounds. For perspective, our ALV “towing” criteria limit is 3,500 pounds which will tow just about any decent-sized boat or trailer. So at nearly 9,000 pounds of towing capacity, you feel like you can pull your house off its foundation.

Speaking of towing trailers, Chrysler claims its new “Trailer Sway Control” system will sense trailer sway and engage the electronic stability control to apply tiny amounts of brake pressure selectively to individual wheels and reduce engine torque to counter trailer-induced yaw.

The key to reviving interest in these gas guzzling full-size SUVs is hybrid technology and Chrysler’s 2008 Aspen - which I have not yet seen - will be offering an optional hybrid-electric powerplant, developed by GM and BMW. The system, which also incorporates the standard hemi multiple-displacement system (more on that later), boosts gas mileage by about 25% — and a full 40% in the city.

Back to the Aspen

Let me get back to the point of this article - the Chrysler Aspen.  As you now know, the Aspen, which was based off the Dodge Durango, is a very large SUV that comfortably seats eight adults across three rows of seating.

Styling is classic Chrysler, with its traditional chromed grille inspired by the 1998 Chrysler Chronos concept car. There’s a slight resemblance to its slightly smaller cousin, the Dodge Durango. The smooth lines and curves give it a little more stylish look than more traditional and boxy-looking SUVs. The rear roof curves down into an attractively styled tailgate with the Chrysler nameplate.

My test vehicle was outfitted with a 5.7-liter hemi V-8 engine with the fuel-saving Multi-displacement System. Simply stated, MDS shuts down four of the eight cylinders when operating under less load, which saves gas. The Aspen offers two V8 engine choices: a 4.7 liter version and the hemi. If you were to opt for The Aspen’s smaller 4.7 liter V8 - which doesn’t offer MDS - you’ll drop from 335 horsepower to 235 horsepower and have exactly the same gas mileage. So if you can spring for the extra $1190 for the hemi, it’s a no-brainer to go with the bigger engine and similar gas mileage.

One of the things I loved about this hemi engine is the throaty roar when dropping the accelerator - especially at freeway speeds. When the other four cylinders kick in, you definitely know it and the sound is music to a man’s ears. Knowing you’ve got that extra kick under the hood - anytime you need it - is a powerful feeling.

Road noise was kept to a minimum at highway speeds and handling was a little springy though not quite as bad as a true truck chassis. The Aspen accelerates well but sucks up gas quickly (EPAs are 14/19 city/highway) and you’ll spend plenty of time filling up the 27 gallon fuel tank if you’re heavy-footed.

I didn’t get to test the off-road capabilities but a simple switch on the dash engages four-wheel drive.

Interior

There’s certainly an upscale luxury feel to the Aspen - this is one of the reasons one of my sons liked it so much. Metal accents and wood-like trim are elegant touches and an analog clock, similar to those found in Infiniti vehicles, round out a more stylish look and feel than a base Chevy Tahoe or Ford Expedition.

My vehicle had the optional GPS Navigation and 6-CD/MP3 changer that’s coupled with eight Alpine speakers and a 368-watt amplifier. A Sirius satellite radio and a host of other key luxury options and upgrades were part of an optional $4,065 “Customer Preferred Package.” The navigation system is separate from the preferred package and sets you back $1,295.

A rear seat DVD entertainment system also runs another $1,295 and has to be loaded from the rear unit. I initially thought it had to be loaded into the dash and couldn’t figure out why the DVD player wasn’t working. That said, it was an easy fix when my 6-year-old shouted out “dad, you need to put it in back here.” I should have known. When it comes to technology, leave it to the kids and they’ll figure it out every time.

Second-row legroom is adequate though Aspen trails some of its competitors (Nissan Armada, GMC Yukon, Chevy Tahoe, Ford Expedition, Toyota Sequoia) by one to four inches. Installing car seats into the second row was very easy as LATCH hooks are conveniently placed. There are no child seat hooks in the third row. Getting in and out of the second row was no problem but, because of our installed car seats on the right and left sides, we had to swing the tailgate open to access the third row by loading kids through the 40 portion of the 60/40 third row split.

Without the car seats, the flop-and-flip second-row seats ensure easy access to the third row. The third row is definitely roomy enough for average adults and either the 60 or 40 section of the split row can be folded up or down in just seconds.

With the third row folded, Aspen boasts 68.4 cu. ft. of cargo space which is near the top of its class. Fold and flip both rows of seating - which is very easy to do - and you score 102.4 cu. ft. of cargo space which is plenty to load a bunch of bikes, surfboards or shorter kayaks.

The power liftgate is another nice feature, requiring two presses of the remote or a single press of an interior button. One thing lacking is the fact there’s no close button nearby - just up in front and on the key fob. I’ve been spoiled by other automatic liftgates that have a button in the back.

There are at least two cup holders for each row of seats and plenty of room for Big Gulps up front in the center console. While the front console has a large storage compartment, it can be a little trickier to access for the front passenger because it’s hinged on the passenger’s side. The passenger has to literally reach over a large cover to grab anything inside.

The Aspen also has a standard 115 volt power outlet, tucked right behind the center console and easily accessible from the second row. Should a rear passenger need to plug in a laptop or charge a cell phone off conventional household electrical current, this is a very nice feature.

Additional cool features include a one-touch lane-change function on the turn signals that produces three quick blinks of the turn signal light; and a “tip start,” which requires only a twist and release of the key to start the engine. There’s also an option in the driver’s personalization settings that turns on the headlights whenever the windshield wipers are on, a useful feature for drivers living in states where that’s required by law.

Safety Features

Safety features include roof-mounted, full-coverage (all three rows of seats) side-curtain airbags, along with dual, multi-stage frontal airbags. Surprisingly, there are no seat-mounted side airbags that protect the upper body in side crashes, a feature increasingly common on cars and SUVs. An electronic stability program helps avoid losing control on slick roads and electronic brake-force distribution optimizes front-to-rear brake application in emergencies. A tire pressure monitoring system signals when tires are low on air and rear park assist alerts the driver to obstacles when backing up.

As I mentioned earlier, my oldest son loved the Aspen, my youngest thought it was a Lincoln Navigator and my middle son taught me where the DVD should be inserted. As for me, I’m a real fan of these full-size SUVs. And the Chrysler, while not quite a Cadillac Escalade for luxury, certainly competes very well with all the other full-size offerings at a very reasonable price.

When you consider my Aspen Limited was pretty much loaded with all the bells and whistles, and still only - I say “only” with a little hesitation as I remember all too well when twenty thousand dollars was a lot of money for a car - runs $43,230, you realize you’re getting a lot of car for the money.

If you’re in the market for a full-size SUV, don’t forget about Chrysler. The Aspen is a formidable competitor and won’t kill your budget as base pricing starts at $31,490.

Quick facts:

Base price: $33,685
Price as tested: $43,230
Horsepower: 335 @ 5200 rpm
Torque: 375 lbs.-ft. @ 4200 rpm
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No
Towing: Yes
Off-road: Yes
Bicycle friendly: Yes
Fuel economy: 14/19 m.p.g. city/highway