2007 Nissan Altima SE

Driver-oriented sport sedan
By Nina Russin

2007 Nissan Altima

Sedans are the Felix Ungers of the car world. The perception that cars with four doors are the uncool stepchildren of cars with two defies conventional logic.  If the Beach Boys had sung praises for their little deuce sedan, they might have changed the history of American car culture.

“The very ink with which all history is written is merely fluid prejudice,” said Mark Twain. Twain knew the value of a good sedan.

This bias against four-door cars doesn’t extend across the pond. For years, European automakers such as BMW and Audi have made sport sedans coveted among car enthusiasts. More recently, American and Asian manufacturers have followed suit. The new Nissan Altima, that went on sale last fall, is a great example of four-door car that’s fun to drive, and not too shabby in the looks department.

The test car was the SE grade, with a 3.5-liter V6 engine and six-speed manual transmission. While Nissan sedans have always carried the option of a manual gearbox, the most recent version is a drastic improvement over its predecessors. I remember driving one of the first-generation Altimas: the transmission mounts were way too soft, making the vehicle difficult to shift. The manual gearbox on the current model is close to ideal. It’s easy to shift, with plenty of range in each gear for daily commuting. Shifting is light and precise. The shift lever is still a little bit longer than it needs to be on a passenger car, but that’s a small complaint, and not something that would keep the Altima off a buyer’s consideration list.

The 3.5-liter engine has plenty of power off the line, with 258 lbs.-ft. of torque. Like most overhead cam engines, it’s a high revver, so peak torque is well ahead of red line. Both the six-speed manual and available continuously variable automatic transmission boost fuel economy by maintaining the optimal gear. Engineers put a real-time fuel economy meter under the speedometer just to prove the point. The digital readout jumps around too much to be very practical, but it’s a fun add-on to the instrument panel.

Nissan’s racing experience is most evident in the Altima’s steering and suspension. The fully-independent sport-tuned suspension allows the sedan to corner flat at speed, but is compliant enough to absorb the occasional bump in the road. Optional seventeen-inch wheels on the test car gave it a large, stable footprint for even better handling. Front and rear stabilizer bars are standard on all models.

The Altima is one of the cars built on Nissan’s new D platform. Engineers focused on improving torsional rigidity, that translates to better steering feedback. The four-wheel disc brakes are firm and linear without being grabby. Antilock braking and traction control are standard on all models.

Driving the Altima on the streets of Phoenix during rush hour was a good test of its ride and handling. The manual gearbox made it easy to gain the advantage off the line, and maneuver around slower vehicles. The car has a good on-center feel, enabling the driver to steer clear of potential trouble. There were no obvious blind spots around the car: its modest size makes it easy to park on the street or in a parking lot.

There is a noticeable lack of road noise to the interior, although I enjoyed the exhaust note from the optional dual exhausts. The clutch is a little stiff to stand on in thick traffic, but certainly not as bad as some sports cars. The availability of a large overdrive gear and cruise control should allow drivers to get exceptional gas mileage on the open road.

Stylish interior

The Altima’s interior is definitely young at heart, with a large sunroof that allows plenty of ambient light for both front and rear passengers. The eight-way adjustable driver’s seat is comfortable and easy to adjust: it includes a power lumbar support. The premium option package adds heated seats for the driver and front passenger: something that drivers in cold climates will appreciate. A tilt and telescoping steering wheel makes it easy for any size driver to feel comfortable, and maintain a safe distance front the front airbag.

There are three-point seatbelts for three passengers in the rear, but three adults would be a squeeze. Two passengers will find plenty of shoulder and legroom. Separate air vents should make riding in back more comfortable in extremely hot or cold weather.

The steering wheel has redundant controls for the audio system and cruise control, so the driver can make adjustments without losing focus on the road. Dual temperature controls are easy to use. The premium package on the test car ($4,400) includes a Bose, six-CD in-dash changer, MP3 jack, and satellite radio. The system is also Bluetooth compatible. All of the controls are easy to reach from both front seating positions. At the base of the center stack is a covered bin that will hold a bunch of compact discs or small electronic devices. The center console houses two large cupholders that will easily hold 20-ounce bottles, as well as a deep storage bin, the incorporates a 12-volt power point. The two-tier glovebox is also exceptionally large.

Both front doors have bottle holders in the map pockets. The rearview mirror includes a compass and auto-dimming feature. Side mirrors are easy to adjust for any blind spots to the sides or rear of the car. Signal indicators on the side-mirrors are a useful feature for driving through thick traffic.

Large deep, trunk

The Altima’s trunk is ample in size. The sixty-forty rear seats fold flat to extend the load floor. While the Altima might not be bicycle friendly, it is certainly possible to put a bike in the car with the front wheel off. There’s a cargo net so that groceries won’t float all over the trunk floor. The trunk is easily large enough to hold the family’s luggage for a road trip, and even some camping supplies.

The Altima comes with a full-sized spare. While it adds a little weight to the vehicle, the spare tire can be driven at speed for much longer than an undersized spare, adding a margin of comfort for drivers who take long road trips.

Standard safety features on the Altima include antilock braking, traction control, front, side and side curtain airbags, active headrests for the front passengers, and a tire pressure monitoring system.

A lot of car for the money

Pricing for the SE model starts at $24,000. The option package and a $615 delivery charge put the sticker at just over $30,000. For the budget conscious, the Altima is also available with a four-cylinder engine. While the base model doesn’t include the fancy audio package or remote keyless start, it has all of the basic features a driver needs in a daily car. Smaller and less expensive option packages allow the buyer to upgrade the audio, add a navigation system or leather trim without the cost of the all-inclusive premium package.

Average fuel economy is 21/29 m.p.g., city/highway, making the Altima an affordable car to drive in these days of inflated gas prices.

The Altima is assembled at Nissan’s Smyrna, Tennessee plant, and is currently available for test drives nationwide.

Likes: Responsive engine, with a crisp, easy to shift manual gearbox. The Altima is a practical car with sporty performance.

Dislikes: Gear shift lever is a little bit long for a car, and the clutch pedal is on the stiff side.

Quick facts:

Base price: $24,000
Price as tested: $30,215
Horsepower: 270 Hp @ 6000 r.p.m.
Torque: 258 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: No
Fuel economy: 21/29 m.p.g. city/highway

2007 Kia Sorento EX 4×4

By Jim Woodman

2007 Kia Sorento

The last time I reviewed a Kia Sorento, in 2004 on a road trip to Colorado from San Diego, I came away very impressed. Now, just three short years later, I’m even more impressed with the continuous improvement in quality and craftsmanship from this South Korean automaker.

The second generation 2007 Sorento boasts a new, more powerful all-aluminum 3.8 liter V6 engine producing 262 horsepower – more than Toyota Highlander V6, Ford Explorer V6 and Toyota 4Runner V8. In contrast, the 2004 Sorento I reviewed produced an adequate 192 horses.
There’s also a new electronically controlled five-speed transmission that allows drivers to switch between automatic and manual shifts. The new powertrain, mated to the rugged body-on-frame construction, increases towing capacity to a very respectable 5,000 pounds. You can choose between rear-wheel and four-wheel drive with low-range gearing. My test vehicle was full-time four-wheel drive, though I never had the opportunity to take it off-road.

The full-time automatic Torque-On-Demand(tm) four-wheel-drive system, also with a low range, is available on the EX trim level as part of the $3000 Luxury Package. The system automatically detects wheel slippage 200 times per second, seamlessly transferring power between the rear and front wheels without requiring driver input. The advantage here is having the confidence that you’re getting the best traction control regardless of changing weather and terrain.

I was most impressed with the solid feel to this latest Sorento. Going over irregular surfaces and speed bumps gave no indication that anything was loose or poorly constructed. The steering wheel had no play and acceleration was terrific. For a mid-size SUV, this is certainly one of the better choices in the industry.

I’m absolutely certain the original poor-quality stigma associated with South Korean automakers, Kia and Hyundai, is going to be something we look back at and laugh about.

One need only look at history and see the similar rise in quality and craftsmanship from Japanese automakers during the 1980s. The South Koreans have learned very well from studying Toyota, Nissan and Honda and it’s easy to see they’re not reinventing the wheel here. In my opinion, the quality is now on par and it’s only a matter of time before we mention Kia and Hyundai in the same breath as the big three Japanese automakers.
What fascinates me to no end is why the American manufacturers don’t take the same notes and copy what’s been successful for the other importers. Given the choice of similar quality and craftsmanship, I’d buy American every time.

Okay, enough of my rant, I’ll get back to the Kia Sorento.

Two trim options

Buyers can choose between LX and EX trim lines, in two-wheel or four-wheel drive, with optional LX Sport Package and EX Luxury Package. Some of the subtle exterior refinements from its predecessor include redesigned front headlamps with projection lights, a revised front grille insert, new front fascia and bumper, more rounded body-side cladding, and redesigned tail lamps and rear fascia with reflector inserts. A new 17-inch wheel comes with the optional LX Sport Package and a new 16-inch wheel design fits the EX, while carry-over 16-inch silver and machined wheel designs sit at the four corners of the LX and EX Luxury Package trims respectively.

Dramatically restyled interior

More dramatic changes inside the vehicle take 2007 Sorento’s interior to a new level. A new center fascia, gauge cluster and floor console are enveloped in new, upscale wood and metallic finished trim materials, creating a functional and comfortable cabin feel.

Inviting first- and second-row seats, with available leather on the Sport and Luxury Packages, feature front active headrests and a new rear seatback lever for easier reclining adjustment. Additional interior upgrades include a standard front passenger side central door lock, and revised steering wheel-mounted cruise control and steering wheel-mounted audio controls.

Standard comfort and convenience features on all but the price leader model include air conditioning (dual-zone auto on EX Luxury Package), power windows/door locks/heated mirrors, cruise control, 10-speaker AM/FM/CD/MP3 audio system, full overhead console with sunglass storage, map lights and garage door opener pocket, four 12V power outlets, eight-way adjustable driver’s seat, 60/40 split flip-and-fold rear seats, rear privacy glass, cargo cover, roof rails and keyless entry with alarm.

LX Sport Package models have unique and exclusive black interior cloth or leather, leather-wrapped steering wheel and shift knob, side step bars, spoiler and the new 17-inch wheels and tires. The EX trim line features an eight-way power driver’s seat, fog lights, deluxe door scuff plates, HomeLink(r) programmable remote system, trip computer in the multi-meter that includes outside temperature gauge, compass, average speed, range and travel time to the overhead console and new 16-inch alloy wheels.

While I would like to see a three-row, seven-seater, crossover from Kia, this five-passenger vehicle gives you plenty of rear cargo space for carrying bicycles or sports equipment. I had plenty of room to easily carry two standard road bicycles with their front wheels removed.

With the rear seat folded down, there’s plenty of room to carry extra cargo.

Standard Safety

When it comes to safety, Sorento offers even more standard features for 2007. Building on the previous model’s five-star NHTSA rating for both front and rear side impact crash tests, Sorento offers the following standard safety features across all trim lines: advanced two-stage airbags, full-length side curtain airbags, four-wheel disc brakes with ABS, electronic stability control (ESC) and traction control (TCS), tire pressure monitoring system (TPMS), active front headrests, energy-absorbing steering column, driver knee airbag, rear child door locks, rear seat fixed upper and lower anchors for child safety seats (LATCH), and three-point seat belts for all seating positions with adjustable anchors and pretensioners with force limiters in front.

Installing my children’s car seats was ridiculously easy. It took less than a minute to install my two year-old’s car seat. Latches were very easy to clamp and I didn’t have to wedge open a gap between the seat cushions just to reach the hooks.

If there’s anything I can knock about the latest Sorento, it would be the adequate fuel economy. It’s a fairly heavy vehicle, tipping the scales at 4462 pounds with all the 4×4 bells and whistles, which party explains the gas mileage. EPAs suggest 17 and 22, city and highway respectively and I don’t think I was getting anywhere near that. That said, I’m a little heavy-footed and certainly didn’t want to back off taking advantage of the 260 pound-feet of torque.

For those concerned about Kia durability, a 10-year or 100,000-mile limited powertrain warranty plus a five-year or 60,000-mile limited basic warranty; and a five-year or 100,000-mile anti-perforation warranty should comfort any doubters. A five-year/60,000-mile roadside assistance plan is also part of Kia’s comprehensive coverage program.

Starting at a base price of $26,195 and loading the luxury package and destination charge only squeaks over our ALV $30k luxury limit at $30,065. This is why I’ve classified this as a best value vehicle. There’s no question that dollar for dollar this is one of the best mid-size SUV values on the market.

Quick Facts:

Base price: $26,195
Price as tested: $30,065
Horsepower: 266 Hp @ 6000 r.p.m.
Torque: 260 lbs.-ft. @ 4500 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: 17/22 m.p.g. city/highway

2007 Ford Edge

Sleek urban styling with a practical bent

By Nina Russin

2007 Ford Edge

Generally speaking, it’s hard to find a bad car these days. That makes the engineers’ jobs harder, because making a good car is no longer enough. To lure buyers away from competitive products, a vehicle has to offer more.

Meet the Edge: Ford’s answer to the humdrum SUV. From its sleek, aerodynamic profile to an available panoramic sunroof, the Edge should appeal to drivers who don’t want to sacrifice style for practicality.

Those of you familiar with the current generation of Mercury designs may see some similarities in the Edge. Designer Peter Horbury, who has penned major facelifts for both Volvo and Mercury, headed up the design team on Ford’s newest crossover.

Horbury’s trademark is the use of architectural elements in car designs. The strong, geometric grille, and horizontal chrome trim that ties the taillights into the beltline, are two examples.

From the side, the Edge’s wheels look large and planted, framed by large wheel wells that give the vehicle a muscular stance. The glass area or greenhouse is relatively narrow compared to the sheetmetal: the idea is to give this relatively high profile car a sleeker, more aerodynamic appearance.

The available panoramic sunroof sheds ambient light over both rows of passengers. White stitching on black leather upholstery with chrome accents is reminiscent of modern Scandinavian furniture.

A chassis tuned for urban adventure

Despite the availability of all-wheel drive, the Edge is not designed to go off-road. That’s not to say that it won’t negotiate the occasional graded dirt road, but don’t try crawling through a boulder-strewn creek bed along the way. Basically, the Edge is a car-based chassis with a sport-utility body.

 The 265-horsepower V-6 engine and 6-speed automatic transmission have plenty of power for weaving through urban traffic, and the independent front and rear suspension should prevent passengers from feeling potholes in the base of their spines.

The large wheels and relatively low center of gravity give the Edge better steering response at speed. The standard rack and pinion steering system is quiet and responsive, allowing drivers to maneuver the Edge in and out of tight spaces.

The six- cylinder engine and six-speed automatic transmission give the Edge respectable fuel economy: 17/24 miles per gallon city and highway on the all-wheel drive model.

The Edge runs on standard 87-octane gas. Of late, Ford engineers have spent a lot of time working on the problem of noise intrusion, with innovative solutions such as quiet steel that dampens noises from the engine and exterior before they reach the passenger cabin. On this project, wind tunnel work included modifications to the side mirrors and antenna to further reduce noise.

While the engineers succeeded in making the Edge extremely quiet on the inside, they inadvertently reduced visibility to the front and sides of the car. It is very difficult to see around the front A pillars and side mirrors while cornering. I found this especially annoying when turning onto highway entrance ramps, and maneuvering through a crowded parking lot.

As a famous architect once said: “God is in the details.” Certainly a driver can learn to compensate for the blind spots that seem to be part of almost every vehicle. But on today’s crowded highways, those blind spots make it harder to avoid fender benders.

Elegant, functional interior

The Edge is an easy car to live in. The leather seats are as comfortable as they are stylish, with both rows of seating offering adequate legroom for most adults. A tilt and telescopic steering wheel is standard on all models.

 The center console has two cupholders large enough for the rear world, and a center bin that can cold a laptop computer. There are three power points up front, and one in the rear, as well as a MP3 jack, located inside a bin in the center console. A small cubby at the base of the center stack is a convenient place to stash the cell phone.

Dual climate controls allow passengers to vary the heating or air conditioning according to their needs. Redundant climate and audio controls on the steering wheel allow the driver to adjust the temperature or change the audio channel without taking his eyes off the road. The touch screen on the optional navigation system was easy to figure out, without digging through the owner’s manual. And the panoramic sunroof is a nice touch here in Arizona, where sunshine is a big contributor to quality of life.

The test car also came with a reverse sensing system that uses an audible warning when there are objects to the rear of the car, and eighteen-inch wheels: an upgrade from the standard 17-inch rims.

The optional trailer-towing package allows the Edge to tow up to 3500 lbs. The spacious interior has plenty of room for loading cargo, especially with the second-row seats folded flat.

The front passenger seat also folds flat, so that the driver can use it as a makeshift work area, or to load cargo up to eight feet in length into the interior. Roof rails come standard on the upscale SEL model (tested).

The optional audio system upgrade with Sirius satellite radio makes lengthily commutes a little more pleasant.

Exceptional standard safety

The Edge comes standard with, antilock brakes, and Ford’s safety canopy: a side curtain airbag system that remains inflated long enough to protect passengers during an extended rollover accident. Traction control, front and side airbags are also standard.

All models also come with standard roll stability control: a system developed by Volvo to keep high profile vehicles from tipping over. Two gyroscopic sensors monitor yaw and roll, making adjustments to engine power and braking as necessary.

Base price on the all-wheel drive test car was $30,720, putting the Edge in our luxury vehicle category. Optional equipment and a $675 delivery charge added about $6,000 to the sticker price. The Edge is manufactured at Ford’s Oakville Assembly Plant in Ontario, Canada. It is currently available for test drives at Ford dealerships nationwide.

Likes: Attractive, European styling inside and out, with a engine and transmission package that delivers smooth power both on and off the highway. The interior is spacious and quiet, and the standard safety roster includes an exceptional side curtain airbag system.

Dislikes: The front A pillars and side mirrors obstruct the driver’s view while cornering in either direction.

Base price: $30,720
Price as tested: $36,355
Horsepower: 265 Hp @ 6250 r.p.m.
Torque: 250 lbs.-ft @ 4500 r.p.m. 
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No
Towing: Yes
Off-road: No
Bicycle friendly: Yes
Fuel economy: 17/24 m.p.g. city/highway

2007 Jaguar S-Type 4.2 Liter

Supple sport sedan
By Nina Russin

2007 Jaguar S-Type Sedan

Can jaguars growl? The Jaguar S-Type can, but it’s a very civilized growl: a purr on steroids if you will. Jaguar’s sport sedan with the 4.2-liter V8 engine is a serious performer, accelerating from zero-to-sixty in a tick over six seconds. The six-speed automatic transmission is buttery smooth, and speed-sensitive steering provides exceptional response.

The interior is classic Jaguar: tasteful leather trim, a leaper on the steering wheel, exceptional audio system, and ample space for four adult passengers. The trunk is spacious enough to hold a bicycle with the front wheel removed, and there’s a pass-through to extend the load floor into the rear of the car.

When engineers introduced the second-generation car, they didn’t reinvent the wheel. They improved on the original formula by making the current model lighter and better balanced than the car it replaced, with an all-new suspension, a higher level of standard safety features, more room on the inside, and a larger choice of engines. Speed freaks can opt for the supercharged 4.2-liter model with a 400-horsepower engine that goes zero-to-sixty in 5.3 seconds, while buyers looking to maximize fuel economy will appreciate the 3-liter V6 with a five-speed manual transmission that averages almost 30 miles-per-gallon, city and highway.

A leaper with low body fat

The leaper is Jaguar’s moniker for the kitty on the hood: it is essentially unchanged from the design Jaguar used seventy years ago. The image of a cat ready to pounce is the heart and soul of every Jaguar. Jaguars are light, nimble cars. Engineers made the new S-Type more nimble by using more aluminum up front to reduce overall weight and improve the front-to-rear balance.

They also changed the suspension damping for better response. Better fit and finish throughout the car makes it quieter, while variable cam timing gives the engine better power output on the high end, and better fuel economy while idling.

The six-speed automatic transmission provides large overdrive gears to maximize fuel economy. Drivers can manually change gears using the J-shaped gate shifter, or simply cruise along in “drive” mode. The four-wheel disc brakes are linear and firm without being grabby. Standard dynamic stability control helps the driver to maintain control in bad weather by measuring wheel speed and yaw, and using the engine and brake functions to make the car track straight.

The improvements to ride and handling are most noticeable on the highway. In Phoenix, where highway driving is a game of dodge-’em, the Jaguar was exceptionally adept at accelerating and shifting lanes. Not only was accelerating into high-speed traffic a non-issue, but I was able to move around large rigs quickly and effortlessly.

Door-to-door luxury

The S-Type interior is spacious and elegant. The standard moonroof allows plenty of ambient light inside for both first and second-row passengers. The leather seats are firm and easy to adjust for good lower back support. Seat heaters are standard: a boon for passengers living in cold weather climates. An electronic tilt steering wheel makes it easy for drivers of various heights to find a comfortable position with good forward visibility.

The center console has a sliding cover that opens to reveal two cupholders and a good-sized bin. It also houses the release for the electronic parking brake, saving space over a large stalk, or additional foot pedal. The cupholders will work well for small drinks, but not large water bottles. There are map pockets in all four doors, but no bottle holders. Rear-seat passengers have separate vents for heat and air conditioning. Most adults should find that the second-row seats have ample shoulder and leg room.

The Alpine 320-watt audio system comes with an in-dash 7-disc CD player. The sound quality is excellent. However, the speed-sensitive volume feature is a little annoying. Fortunately, the redundant volume control on the steering wheel allows the driver to turn the level down when the system overcompensates for road noise. The audio system is Bluetooth compatible, for drivers who want hands-free phone operation in the car.

The touch-screen display in the center of the instrument panel includes audio and climate controls, as well as the standard navigation system. Dual climate controls allow each front-row passenger to adjust the temperature to his or her liking. There are redundant knobs for basic audio and climate controls, so passengers can make quick changes without going into the touch-screen. There are also redundant controls on the steering wheel.

A park assist system is also standard. It uses an audible signal to let the driver know if the vehicle is close to an obstruction to the front or rear. It’s a handy feature for avoiding short objects in the rear blind spots, and more important, for protecting small children who may be in the vehicle’s path.

The trunk is exceptionally deep: long enough to stuff a road bike inside with the front wheel removed. It will easily hold the week’s groceries, luggage for a road trip, and even some large camping gear.

Standard safety features include antilock braking, traction control, dynamic stability control, front, side, and side curtain airbags.

Pricing on the sedan with the 4.2-liter engine starts at $55,335. The S-Type is currently available for test drives at Jaguar dealerships nationwide.

Likes: Elegant styling and sporty performance. The V8 engine has excellent acceleration at all speeds, with excellent fuel economy to boot. The new suspension is compliant without being overly soft, and steering response is above average.

Dislikes: The cupholders are too small to hold a standard water bottle. The speed-sensitive volume feature tends to overcompensate for road noise.

Quick facts:

Base price: $55,355
Price as tested: $56,000
Horsepower: 300 Hp @ 6000 r.p.m.
Torque: 310 lbs-ft @ 4100 r.p.m.
0 to 60: 6.2 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No 
Towing: No
Off-road: No
Bicycle friendly: Yes
Fuel economy: 18/26 m.p.g. city/highway 
Comments: Base price does not include $665 destination and handling fee.

2007 Audi A6 Avant

Hot sport wagon
By Nina Russin

2007 Audi A6 Avant

The architect Mies van der Rohe once said: “God is in the details.” If that’s the case, the Audi Avant is heaven on earth. Its styling is elegant, its performance athletic, and the interior highly functional. It has the versatility to meet all of our active lifestyle criteria, with much better fuel economy than most sport-utility vehicles.

Power for the test car comes from a 3.2-liter V6: the smaller of two available engines. When combined with a six-speed automatic transmission, it has excellent power: zero-to-sixty acceleration is 7.3 seconds. The quattro all-wheel drive shifts power as necessary to the wheels with the best traction. On the highway, front-to-rear power balance makes the Avant handle like a rear-wheel drive car.

Ground clearance is low: 4.6 inches. Available air suspension allows the driver to raise the car several inches for driving on uneven trails. While the full-sized spare tire adds to the curb weight, it’s a lot easier to drive on than an undersized tire, especially off-road.

Into the scorching sunset

I love driving test cars in the Phoenix summers. The weak ones fail quickly. I’ve seen air conditioners on seventy thousand dollar cars take an hour to cool off the interior, and engines crap out in the middle of rush hour. When the temperature reaches a hundred and ten, daily commuting becomes boot camp for cars.

The Avant is a tough little soldier. When I left for an overnight trip to Tucson, the temperature was 105. By the time I returned to Phoenix the next morning, it was 108. Driving home from north Scottsdale in the late afternoon, it had reached 115 on the freeway. A four-car pileup backed traffic up for about ten miles. Imagine the cumulative effect of several hundred cars idling in the scorching sun with no wind. It’s not pretty.

The Avant cruised through the maze of traffic like a champ: the only noticeable change was reduced fuel economy according to the car’s real-time fuel meter. Acceleration and brakes held steady throughout. The air conditioner worked seamlessly.

Audis are known for their exceptional suspensions: the Avant is no exception. The secret is using lightweight components to reduce unsprung weight. It’s similar to the difference between training shoes in racing flats.

The fully independent setup includes a four-link front suspension and trapezoidal link configuration in back. The rear suspension is a carryover from the A8 luxury sedan. It delivers a buttery-smooth ride, with just enough road feel to make the car sporty. On or off-road, the Avant never beats up the passengers.

Speed sensitive steering adds to the nimble performance by maintaining good feedback and on-center feel at all speeds. The test car has the S line sport package that includes nineteen-inch wheels and high-performance tires. It’s a great option for buyers who live in a warm climate looking for sportier highway performance.

Drivers in the snow belt should either stick to the base package, or plan to buy a second set of rims with winter tires. While the bigger wheels give the car a larger footprint, the low profile tires make is easier to bend a rim off-road. The option isn’t cheap, and it probably isn’t the most practical choice for most people with active lifestyles.

Spacious, versatile interior

The Avant comes with standard cloth: it will comfortably hold up to four adults. The test car has optional leather trim. The seats are nice and firm, and easy to adjust for good lower lumbar support.

The steering wheel has redundant controls for the cruise control and audio system. Since the Avant is Bluetooth compatible, the extra controls allow the driver to mute the audio and answer the phone without taking his eyes off the road.

There is a mouse on the center console that controls audio, temperature and navigation functions. It’s pretty easy to figure out, and there are separate volume and temperature knobs to make those adjustments simpler.

The rear-backup warning system displays a wide-angle view to the rear on the navigation screen: it works whenever the driver shifts into reverse. A series of lines superimposed over the image show the driver boundaries to stay within when backing up. I found the system especially helpful parallel parking in a tight spot.

The technology option package that includes the navigation system also adds Sirius satellite radio: a great feature for anyone who spends a lot of time in the car. It also includes keyless ignition. I still think keyless ignition is a complete waste of money, but it seems to have become a qualifier for luxury cars. At least Audi allows the driver to use a conventional key in the ignition and bypass the start button if he so chooses.

A convenience package on the test car adds adaptive bi-xenon headlamps that swivel to light corners in the road after dark. The headlamps move up to fifteen degrees, depending on the steering angle. They make a tremendous difference in visibility. An upgraded Bose audio system is also part of the package. I haven’t listened to the base audio system, but the surround-sound on the premium package is wonderful. The option also includes a tilt and telescoping steering wheel, and an automatic-dimming rearview mirror with compass.

Versatile cargo bay

A power opening and closing tailgate makes it easy to load up the cargo area. A button on the key fob opens the tailgate. A button on the tailgate door closes it.

The rear seats fold flat to extend the cargo floor, so it can easily hold at least one bike with the front wheel removed. The seats are easy to flip down using levers on the outside edges of the seatbacks.

Cargo tracks with tie-downs help to secure large items. There’s a tonneau cover to keep items in back out of sight. A cargo net on the right side holds smaller items, A twelve-volt power point next to the net is easy to reach from the tailgate. There are two additional twelve-volt power points in the center console for first and second-row passengers.

The center console has one cupholder that’s large enough for a bottle. I would prefer more, especially in this climate. The doors have molded map pockets but not bottle holders. There is also a bin in the center console under the armrest. Separate temperature vents in the back of the center console keep the second-row passengers comfortable.

Roof rails come standard on the Avant, but not crossbars. The specifications for the car don’t include towing capacity.

The Avant is loaded with standard safety features, including front, side, and side curtain airbags, antilock brakes, and electronic stability program.

Gas miser

Even in the warm temperatures, the Avant gets exceptionally good fuel economy. The automatic model averages 19/27 miles-per-gallon city/highway according to the 2007 standards. Having logged over 300 miles on the car, I still have over a quarter tank of gas.

Base price on the Avant A6 is $48,000 not including a $720 destination charge. The Avant is produced in Audi’s Neckarsulm, Germany assembly plant, and is currently on display at Audi dealerships stateside.

Likes: An extremely practical and attractive car that’s fun to drive, and gets above average fuel economy. The all-wheel drive feature makes the Avant an all-terrain, all-season car. The cargo area is easy to reach. Standard cargo tracks and tie-downs make it easy to secure large items.

Dislikes: Not enough cupholders to meet the needs of four passengers, especially in warmer climates.

Quick Facts:

Base Price: $48,000
Price as Tested: $60,770
Horsepower: 255 Hp @ 6500 r.p.m.
Torque: 243 lbs.-ft. @ 3250 r.p.m.
0 to 60: 7.3 seconds
ABS Brakes: Standard
Side Curtain Airbags: Standard
First-Aid Kit: No
Towing: No
Off-Road: Yes
Bicycle friendly: Yes
Towing Capability: No
EPA Fuel: 19/27 m.p.g. city/highway

2007 Subaru Forester Sports 2.5 XT

By Jim Woodman

2007 Subaru Forester

I’ve always liked the idea of driving a car that’s lightning fast but looks nothing like what you’d expect based on what’s under the hood.

It’s analogous to one of my marathon running fantasies, where I’m secretly a 2:20 marathoner that shows up at a big race wearing baggy Bermuda shorts, plain ol’ tennis shoes and a raggedy t-shirt. After 20 miles, leading the race alongside a world class field, I’d spit out the remnants of a cigar and shout “where the heck’s that wall everybody’s talking about.”

Well, if there’s any reality close to that fantasy in the car world, it’s the turbo-charged Subaru Forrester. This is about as non-assuming a vehicle as you’ll find. Call it the Clark Kent of the automotive industry if you like. But fire up the turbo and your acceleration is sheer to raise the eyebrows of a radar-gun-toting local police officer.

Think about it. This is a 4-cylinder wagon/crossover vehicle that gets to 60 mph in six seconds flat. Most 6- and 8-cylinder crossovers take 7-8 seconds to touch 60 mph. You’re getting 224 horsepower (at 5600 rpm) and 226 lb-ft of torque (at 3600 rpm) out of this little engine. But it’s the turbocharging that really makes the difference. What surprised me is I was getting instant power out of the turbo just about anywhere in the rev range.

In other words, I didn’t need to redline the Forester whatsoever to get that wonderful turbo kick.

Of course, since my test car had a 5-speed manual transmission, redlining acceleration was pretty easy. The clutch took almost no getting used to and had a wide enough engagement range which made shifting smoothly a no-brainer. All manual Foresters have Subaru’s Hill-Holder clutch, which makes stopping on an uphill grade easier on both the drivetrain and driver.

The Forester XT also features Symmetrical All-Wheel Drive. Manual models have a locking viscous-coupling center differential with a static 50:50 torque distribution, which automatically transfers torque to the set of wheels that can best use it. Excellent traction in slippery conditions is one reason Subie’s remain favorite vehicles in the snow belt.

Very functional interior

Inside, I found plenty of room to put my three kids across the back seat and still enough storage behind the rear seat to put a couple bikes, albeit with their front wheels removed.

Installing my two-year-old’s car seat was a cinch. One of the things that drives me nuts is when I’ve got to dig deeply into the seat crevices to find and then snap my car seat straps onto the LATCH hooks. While some would argue once you install a car seat, you don’t need to keep taking it in and out, as a parent of three young children, I beg to differ.

I can’t tell you how many times we need to haul cargo, a few bikes or my older kids and his friends that necessitate removing and reinstalling our two-year-old’s car seat so that everything – and everyone – fits comfortably. So the Forester gets huge marks for making this a painless procedure.

Everything on the dash was easy to reach and intuitive. Power windows and door locks, plus dual mode heated front seats are about as techy as we get here. An auxiliary audio jack allowed me to plug in my MP3 player. An optional Sirius Sattelite radio ($445) was well integrated into the standard radio and exceptionally easy to use. Subaru doesn’t offer a navigation unit nor Bluetooth integration for cell phones. Not a big deal for most folks, but just thought you’d want to know.

Extra 12 volt power outlets are located in the console and rear cargo area. You won’t find 115 volt power outlets in the Forester, though that’s still the exception, not the rule.

The rear seats fold down instantly into a 60/40 configuration. Very nice. There’s a ton of room to load your sports gear with either side folded flat. For those that really need to know, the Forester boasts 31 cubic feet of cargo space behind the rear seats.

The Exterior

Admittedly I’m not a fan of the Forester’s exterior. It’s just way too wagony (okay I made up this word, get over it) and boxy in the back for my taste. But it’s clear the engineers have chosen function over form because that taller backend – instead of curved like most wagons and crossovers have nowadays – makes it ideal for loading plenty of cargo in the rear.

On the other hand, the front is pretty sporty looking, especially with the cool air scoop on the hood. A mesh grille is sandwiched between two simple headlight casings.

My vehicle was a really loud blue – blue pearl is what Subaru dubs it – and certainly not a color I’d choose but one that sure turns heads in the teen culture.

Safety

Excellent safety ratings are one reason you’d want to seriously consider a Subaru Forester. Boasting five-star ratings, the highest possible, in Federal frontal and side crash tests, and the highest possible rating for a 40-mph frontal offset collision in IIHS tests, the Forester will give you peace of mind for a car its size. Its unibody structure provides both rigidity for good handling and side protection and front and rear crumple zones for occupant safety. Four-wheel antilock disc brakes are also standard in the XT.

As I mentioned at the outset, the beauty of the Subaru Forester is how unassuming it looks, yet how surprisingly well this turbocharged engine accelerates in nearly any RPM range. The fact its getting maximum torque at 3600 rpm is very telling.

Two years ago, the Subaru Forester won our ALV Best Value Vehicle and its easy to see why. When you consider its outstanding performance, cargo capacity and interior versatility, all for a $25,995 base sticker price, the Forester is sure to continue being a finalist or winner of our ALV Best Value award.

Quick Facts:

Base price: $25,995
Price as tested: $27,235
Horsepower: 224hp @ 5600 rpm
Torque: 226 lb-ft of torque @ 3,600 rpm
0 to 60: 6.0 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No
Towing: No
Off-road: No
Bicycle friendly: Yes
Fuel economy: 20/27 m.p.g. city/highway

2007 Nissan Quest

by Jim Woodman

When I first started reviewing new automobiles in 1992, one of my biggest eye-openers was how car-like minivans had become. The old “soccer mom” minivan stigma had certainly skewed my thinking and perception on minivans and I was sure I’d never own one.

Fast-forward 15 years and not only do I have a greater appreciation for minivans, I own a 2002 Honda Odyssey. With three children under eight, my wife and I have been sold on the conveniences and safety aspects of our minivan.

2007 Nissan Quest

Redesigned 2007 Model

With these thoughts in mind, I eagerly anticipated test driving the redesigned 2007 Nissan Quest. My most recent Quest experience was at the 2004 San Diego Auto Show where I couldn’t get past the very controversial center console dash. The gauges were placed over a tilted, and very odd-looking round center console. Above the steering wheel, where we’re all used to seeing gauges, there were none. I assume Nissan was hoping to appeal to those wanting something a little funkier and different. But it didn’t work. After a couple years, with very poor sales, they realized some modifications were in order.

I’m pleased to report that the 2007 is quite possibly one of the more appealing interiors in any minivan. For starters, the driver’s console was completely changed and gauges are now found above the steering wheel. They’ve still got a center console but it’s not as parallel to the floor as its predecessor model. Gauges were all easy to read and knobs were well-positioned. My only slight gripe, and an adjustment period might have solved this, was the fact the radio preset buttons were stacked vertically onto each other and separated by the radio. It was an effort to reach over to preset buttons 4, 5 and 6.

An 8-way power driver’s seat with lumbar support and memory function ensured I’d always be able to reset my adjustments after my wife drove the car. Heated front seats and separate rear heating and air conditioning controls are also a nice touch for keeping the interior nice and comfy in winter or summer.

While I don’t normally rant about color, I loved the “Chili Leather” interior. Not only did it seem to class up and differentiate the vehicle from every beige, grey or black leather seat combo on the market, but it complemented the exterior Chestnut color exterior very well. Again, not to be overly critical, but even though the little “pores” in the leather seats looked cool, I couldn’t help but wonder what would happen if my two-year-old spilled his chocolate milk onto any of the seats.

Sky View from all Rows

In addition to a sunroof with one-touch operation and automatic reverse, the second and third rows featured glass panels in the ceiling that allowed my children to see the sky – very cool feature for the little ones.

Speaking of the little ones, they loved the integrated DVD player – with separate screens for the second and third row. Two wireless headphones with independent volume controls round out the package but, with three children, I found myself listening to Sponge Bob way more than I wanted. Okay, I admit, I was jealous I couldn’t see the screen.

Just for grins I timed my wife, with a stopwatch, to see how long it would take to install our two-year-old’s car seat. She had not seen the interior before and I told her not to rush. We were both amazed that she had both side latches, the rear clip and seat belt threaded through in one minute, 41 seconds.

And no description of a minivan nowadays would be complete without discussing the foldaway third row seat. The Quest scores big points by having the rear headrests fold down onto the seat via a quick release handle behind the seatback. I can’t tell you how many times I’ve removed those headrests from my Odyssey and never had a convenient place to store them. This is a great idea from Nissan. A spring-load feature helps even the smallest person easily lift the seat out of its floor space. Folding the seat into its compartment, however, takes a little getting used to as the seat and backrest tend to lock into place – at a 90 degree angle from each other. I needed to get used to not having the two lock in place when stowing away the third row. I also would’ve like to see a 60/40 split option for the rear stoway seat.

The second row seats were very easy to fold down. A simple quick release lever lets each second row seat fold down onto itself and into the lower foot well in front. So with very little effort, one can have a complete cargo van without removing any of the seats.

Bold Styling

From the exterior, the Quest scores with its bold styling that separates it from the typical boxy-looking minivan. The grille features chrome inserts and the front bumper fascia is more angular. Door handles are now chromed rather than body-colored and chrome-finished roof racks round out its unique styling. The Quest is available in four trim levels. All trims come with the same five-speed automatic transmission. A four-speed unit, which used to be offered in lower-end models, is history. Nissan’s 3.5-liter V-6 engine delivers a very respectable 235 horsepower and 240 pound-feet of torque.

The Quest had no problem accelerating from a dead stop or merging into freeway traffic. The automatic transmission shifted very smoothly and road noise was very minimal at highway speeds.

Concerning safety, the Quest gives you air bag coverage in all three rows. In addition to front and side impact air bags for the front row passengers, the second and third rows are protected by a roof-mounted curtain side impact system. My Quest also featured the Michelin PAX® System which allows you to drive up to 55 mph for up to 125 miles with zero tire pressure. Add standard traction control and a tire-pressure monitor system in addition to anti-lock brakes and everything else you normally find on a vehicle nowadays and you’ll know the Quest scores very well for protecting your family.

As I mentioned up front in this article, if I were in the market for a minivan today I’d certainly feel like a kid in a candy store. The options and features from all the manufacturers are quite overwhelming but also very similar. When considering the Quest, I’d certainly put it high on my list simply because it’s a little different looking then you’re typical box-style minivan and it still delivers everything, and more, that you’d expect in a high-end minivan.

Quick Facts:

Make: Nissan
Model: Quest
Year: 2007
Base price: $33,900
Horsepower: 235 Hp @ 5800 rpm
Torque: 240 lbs.-ft. @ 4400 rpm
0-60mph: 8.5 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: Standard
Bicycle friendly: Yes
Off-road: No
Towing: Yes
Fuel economy: 18/25 mpg city/highway
Comments: Test model was a loaded 3.5 SE that included the optional technology package ($800); Foldaway Seat Package ($750); Navigation & PAX System ($2,650) and DVD Entertainment ($2,000).

Are Winter Tires Worth the Investment?

While all-season tires save the car owner time and money, they lack the safety and performance that winter tires can provide in cold, wet weather.

By Nina Russin

Photo courtesy of Volvo public relations

Back in my parents’ time, semi-annual car maintenance was a way of life. Every six months my father would take the family Rambler down to Joe Huber, our neighborhood mechanic. Joe would tune up our “bag of bolts” by changing out the spark plugs and wires, replacing the rotor and distributor cap, and rebuilding the carburetor. All of this saved my father, who was not at all mechanically inclined, a rash of headaches.

Since these tune-ups typically took place in the spring and fall, Joe also swapped out the tires. Snow tires were the only thing that gave the Rambler a fighting chance when it came to climbing up our hilly street, and our even hillier driveway. Keeping two large sacks of cat litter in the trunk over the rear wheel wells didn’t hurt either.

These days, semi-annual tune-ups have gone the way of the carburetor. So have semi-annual tire changes, thanks to the advent of all-season tires. However, the all-season tires don’t offer the performance and safety of winter tires, especially for drivers who live in cold, snowy climates.

“Think of your tires like a pair of shoes,” said Matt Edmonds, vice president of marketing for the Tire Rack, an online tire retailer. “We have everyday shoes that allow us to walk around, and maybe even run a block or two if we need to rush to catch a bus. But to get the most out of our performance, we need special shoes. For winter activities, we wear winter shoes that keep our feet warm and give us better traction on ice and snow.”

Winter tires are compounded for cold weather. They perform best at temperatures below fifty degrees. In warmer temperatures, winter tires get too soft and sticky. Leaving them on a car in the warm weather will make these tires wear out prematurely.

But in the winter, they’ll be soft enough to provide adequate traction during emergency maneuvers and braking. In comparison, an all-season tire, designed to perform in both cold and warm temperatures, will be too hard in the cold to provide maximum traction.

Winter tires also have a different tread design, so that the vehicle can maintain an adequate contact patch with the ground in deep snow. While all-season tires have relatively small tread blocks, the tread blocks in winter tires are larger. Void areas between the tread blocks are also larger, so that the snow can channel up and out of the way. Small blades on the tires called sipes give winter tires a biting edge in the snow.

Off-road tires are similar to winter tires, in that they also have larger tread blocks and big void areas. But these tires tend to be noisier and cause more vibration when driven on paved roads. Winter tires are also compounded to wick a certain amount of water into the rubber for better traction on ice.

As temperatures drop, drivers should also check their tire pressures, explained Edmonds. A decrease of ten degrees in temperature equates to a one-pound drop in tire pressure. A decrease of just ten percent in tire pressure can damage the inside structure of the tire, making a blowout more likely.

Drivers in warm winter climates that decide to head up to the mountains for a weekend of skiing should remember to take the tire gauge along. If the pressure gets extremely low in a tire, have it checked by a qualified technician as soon as possible, to make sure that the inside structure is still sound.

What is the cost of putting winter tires on your car?

“Less than the deductible on your car insurance,” said Edmonds.  A set of winter tires costs between $350 and $600, depending on the vehicle. Edmonds recommends also purchasing a separate set of rims to mount the winter tires on. This allows car owners to swap their own tires out in the spring and fall, saving the costs of mounts and dismounts: about $60 for all four wheels. Car owners who upgrade their rims from the original equipment wheels can use the OE wheels to mount their winter tires. Otherwise, Edmonds recommends using an inexpensive set of alloy or steel wheels.

One tire manufacturer that has led the way in winter tire technology is Bridgestone. Bridgestone recently introduced a new generation of its Blizzak studless snow tires, slated to go on sale next winter. The new Blizzak tires contain NanoPro-Tech: a proprietary technology that improves the tire’s tread flexibility and traction on wet and snow-covered surfaces.

A multi-cell compound on the Blizzak tires wicks water away from the tire’s contact patch with the ground to improve grip. Bite particles bite into the surface of the ice to enhance traction on slick surfaces. The new Blizzak WS60 tires are available in R-speed rated sizes in the 70 to 45 series, ranging from 14 to 17-inch.

Car owners can find a wealth of information about tire technology on the Tire Rack web site. In addition to selling tires, Tire Rack also employs over ninety test drivers that evaluate tires on a special test facility in South Bend, Indiana. Tire Rack surpassed two billion miles in data this year, including ongoing consumer surveys. Visitors to the site can search for results by tire make, vehicle make and model, or even driving styles, from over seven thousand tire SKUs in stock.

2007 Chrysler 300C SRT8

The Chrysler 300C SRT8 is a great grocery getter: don’t melt the tires in the parking lot.

By Nina Russin

2007 Chrysler 300C SRT8

As a kid raised in Cincinnati, my early memories consist of Tony Perez, Pete Rose, Oscar Robertson, and drive-in movie theaters. I suppose the low price of real estate was the reason drive-ins seemed to populate every corner. There was one a mile from our house, with a screen large enough to see several blocks beyond its gates.

Those were the days of really cheap gas: so cheap that it’s hard to imagine in today’s three dollars per gallon market. Cars were big because there was no reason to make them small. Big cars came with big bench seats: the original living rooms on wheels. Going to the drive-in was like watching a movie in one’s living room, except that the theater was  under the stars.

Not only were the cars big; they were also fast. Some cars were quicker than others: they had a few extra gizmos under the hood. For liability reasons, manufacturers often listed the performance options as off-road packages, the idea being that a full-tilt racing suspension was durable enough to take a few rocks under the wheels. These models came to be known as muscle cars: their tenure began in the 1950s, and lasted until emissions controls in the mid 1970s rendered the engines anemic.

As the boomer generation ages, the muscle car legend grows larger in its collective mindset. Manufacturers have found gold in marketing new models that mimic the original formula: a full-sized chassis with a race-ready engine under the hood.

Chrysler’s first 300 sedan, introduced in 1955, took its name from a 300-horsepower hemi engine. The current Chrysler 300 sedan takes its styling cues from the 1950s model: a large, egg crate grille, big sweeping fenders, a high beltline and big wheels. The designation, SRT, stands for Street and Racing Technology. Engineers tuned the 6.1-liter hemi engine, first introduced on the 2006 model, and added a few extra toys: a rear spoiler, bigger wheels, much bigger brakes, a race-tuned suspension and a high-flow exhaust.

The 425-horsepower hemi engine accelerates from zero-to-sixty in just over 5 seconds. The 300C SRT8 enough gut wrenching torque to launch a space shuttle. Remarkably enough, it’s street legal.

But officer, I was only doing a hundred and twenty…

Speed in a big car can be deceptive, especially if the car has a fairly seamless five-speed transmission. Somehow, I found the speedometer pinned on eighty by the end of the freeway on-ramp. The fact that everything around me was moving more slowly should have been a clue.

It’s very hard to drive the 300C SRT8 slowly. Inside the car, the driver has little perception of acceleration or road noise. The twenty-inch wheels give the sedan a huge footprint that’s extremely stable in the corners. Engineers lowered the chassis half an inch to improve high-speed handling. The anti-sway bars are also larger than standard issue.

The steering has a nice positive feel that makes the driver feel connected to the chassis. Brembo racing brakes make the vehicle stop on a dime, but they aren’t grabby.

The automatic transmission has a manual shift feature for those who like to choose their own gears. But even in the fully automatic mode, it works exceptionally well. Electronic stability program and traction control are standard. Since the weather in Phoenix is rarely wet and never snowy, I didn’t have a chance to see how well the vehicle handled in adverse weather. Standard rain sensitive wipers and heated seats and side mirrors should appeal to people living in the snow belt.

Visibility is somewhat limited to the rear of the car due to the large C pillars. I found myself looking out the side window to double check for cars in the next lane before passing.

Luxurious interior

The 300C SRT8 is definitely a man’s car. The seats and steering wheel are both designed for big drivers. While the seats are comfortable, the large diameter steering wheel seems ungainly for a driver of my stature.

Since this is a fully loaded model, it comes with a lot of comfort and convenience options that buyers may or may not want. Dual-zone temperature controls, an upscale audio system with a 6-disc CD changes, MP3 jack and Sirius Satellite radio, power tilt and telescoping steering wheel, power adjustable pedals, and fog lamps are all standard features. The long list of standard equipment gives the high-performance 300 a hefty price tag. Base sticker is just over $40,000, placing the car well within the luxury segment.

The test car has the optional navigation system with a Bluetooth compatible sound system ($1,770) and a power sunroof. The base sticker price doesn’t include the destination charge, or the $2,100 gas guzzler tax.

The passenger cabin is large enough to seat four adults very comfortably. The rear seat has seatbelts for three passengers. The middle passenger should have enough room to travel short distances in comfort.

The front seating positions are both extremely spacious. The center console includes a storage cubby with a change holder, and two large cupholders that flip up. They will easily hold large water bottles. There are map pockets but no bottle holders in the doors. The temperature and audio controls are easy to reach from either front seating position. The steering wheel also includes redundant audio controls.

The white face analog gauges are easy to read, and they are well illuminated at night. The adjustable steering wheel and pedals make it possible for shorter drivers to maintain the proper distance from the front airbag and feel comfortable.

Safety features on the test car included front airbags, antilock brakes, traction control, electronic stability program, and a tire pressure monitoring system. Side air bags are available as part of an option package.

The trunk is huge and includes a pass-through. It’s big enough to put a bicycle in, although not as easy to load large cargo into as a sport-utility vehicle.

The Chrysler 300C SRT8 isn’t a car for everyone. It’s a limited edition vehicle being marketed toward performance enthusiasts who enjoy the comfort of a big sedan, and who don’t mind its relatively poor gas mileage. While it probably isn’t the best choice for buyers wanting an active lifestyle vehicle, it has enough cargo capacity to hold a bike or some camping gear.

The Chrysler 300C SRT8 is currently available for test drives nationwide.

Likes: A fast, powerful car with excellent road manners, and a luxurious attractive interior. The Chrysler 300C SRT8 does an excellent job of capturing the spirit of the classic muscle cars in a modern chassis.

Dislikes: Obvious blind spots to the rear due to the large C pillar. Not a particularly practical vehicle for buyers with active lifestyles. Poorer-than-average fuel economy.

Quick facts:

Base price: $40,420
Price as tested: $46,140
Horsepower: 425 Hp @ 6000 r.p.m.
Torque: 420 lbs.-ft. @ 4800 r.p.m.
0 to 60: Low 5 seconds
Antilock brakes: Standard
Side curtain airbags: Option
First aid kit: No
Towing: No
Off-road: No
Bicycle friendly: No
Fuel economy: 14/20 m.p.g. city/highway

2007 Saturn Outlook

Saturn’s newest crossover vehicle seats eight.
By Nina Russin

2007 Saturn Outlook

I’ve always been a fan of the Saturn concept: a company that was, from the start, managed and directed by women. Since women account for over half of new-car sales, it only makes sense that women should have a say in what rolls into the showroom.

Saturn general manager, Jill Lajdziak, has been with the company since the get-go, and she’s been a huge proponent of making both the vehicles and the buying experience enticing to women. The fact that Saturn was the first GM brand to introduce no-haggle pricing is no accident.

As much as I love the concept, I haven’t always been a fan of Saturn cars. The earliest models had inconsistent fit and finish, and sluggish performance. Over the years, Saturn  improved both its drivetrains and body structure, but struggled to match the quality of competitors such as Honda and Toyota.

All of that changes with the new Outlook: an eight-passenger crossover vehicle that rolls into dealerships this spring. Not only is the Outlook the biggest Saturn vehicle introduced to date, but in my opinion, the best.

 Even on the pre-production model I drove, the fit and finish was superb, engine acceleration more than adequate, transmission shifts smooth, and steering response nimble. The Outlook was designed to be an affordable option for families needing to haul multiple passengers and their gear over varied terrain. With pricing starting under $30,000, and available all-wheel drive, Saturn’s newest active lifestyle vehicle is an exceptional package.

Two states, three cities, and a thousand miles in four days

I had the Outlook over the Christmas holiday: a hectic week that included a trip to visit the in-laws down south, and a two-day out-and-back drive from Phoenix to San Diego for the Active Lifestyle Vehicle of the Year awards presentation at the auto show.

I opted to drive the front-wheel drive base model ($27,255) equipped with two options: a six way power driver’s seat and roof rails ($505) and special paint ($395). Standard features include dual-zone and rear heating and air conditioning, remote keyless entry, a tilt and telescoping steering wheel, MP3 compatible stereo with an in-dash CD player, power windows and door locks. The Outlook is also well-equipped, with safety features including stability control, front, side and side curtain airbags, antilock braking and traction control.

All models are powered by a V-6 engine rated at 270 horsepower with a six-speed automatic transmission that optimizes both power and fuel economy. While many V-6 engines struggle on steep inclines, this one does not. There was a conspicuous absence of downshifts going into the mountains as we approached San Diego on the 8 freeway from the east. Passing was a non-issue.

Despite its size, the Outlook has excellent steering response at all speeds. There is a good on-center feel on the highway, making it easy to weave through traffic. The brakes feel solid without being grabby, and the standard eighteen-inch wheels give the Outlook a nice wide footprint for cornering. The suspension is compliant but not overly soft.

A wrap-around rear window is a nice change from the thick rear D-pillar on so many sport-utility vehicles, and it also helps to eliminate rear blind spots. Also notable is the Outlook’s stability. Driving east out of San Diego, we followed a cold front that brought rain and strong winds. The vehicle’s relatively wide track and low center of gravity was very apparent: there was no feeling of instability, even on wet pavement in high-wind conditions.

A spacious, versatile interior.

Three rows of standard seating is one of many features to love about the Outlook’s interior. The second-row seats have a new “smart slide” feature that makes it easier to access the third row. One lever flips up the seat cushion and slides the seatback forward, so passengers can have open, easy access to the back.

The test car came with the standard 60/40 split bench seats, but buyers can opt to substitute captain’s chairs instead. Both second and third-row seats fold flat to create a long, functional cargo area. Even with all three rows of seating in place, there was plenty of room for our luggage, sacks full of Christmas gifts, and a cooler full of road trip munchies. A hidden cargo area under the floor was handy when we went to the trailhead, keeping our valuables out of site.

The standard cloth upholstery is attractive and comfortable. Both the driver and front passenger seats were easy to adjust, with adequate lower lumbar support. There are two good-sized cup (or bottle) holders in the center console. There are also bottle holders and map pockets in all four doors. A covered bin in the center console is handy for storing compact discs or small electronic devices, and a small cubby at the base of the center stack holds a cell phone.

All vehicles have four standard power points, including one in the cargo area. Buyers can opt to add a 115-volt outlet. The cargo area also comes with hooks to hold an optional cargo net. A power tailgate is available on the two up-level models.

Fuel economy for the real world.

Saturn engineers spent a lot of time in the wind tunnel, fine-tuning the Outlook’s aerodynamics. They minimized the wheel opening around the tires, and used shielding to reduce aerodynamic drag under the body. Not only did these modifications minimize noise intrusion to the interior, but they yielded impressive fuel economy figures for a vehicle of this size: 18/26 miles per gallon city/highway. With recent fluctuations in fuel prices, that should ease shoppers concerns about the cost of operation. The V-6 engine has plenty of power to tow, exceeding our minimum criteria by over 1,000 pounds.

All Saturn cars come with 24-hour roadside assistance, and a year of the basic OnStar safe and sound plan.

The Outlook is being built at General Motors’ Lansing Delta Township Assembly Plant in Lansing, Michigan. Pricing ranges from $27,255 for the XE model with front-wheel drive, to $32, 290 for the upscale XR with all-wheel drive.

Quick facts:

Base price: $27,255
Price as tested: $28,890
Horsepower: 270 Hp @ 6600 r.p.m.
Torque: 248 lbs.-ft. @ 3200 r.p.m.
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 m.p.g. city/highway