2007 Chevrolet Tahoe

Newest full-sized sport-utility vehicle is a leaner, tighter package
By Nina Russin

2007 Chevrolet Tahoe

Chevrolet’s newest full-sized sport-utility vehicle that goes on sale this spring is quieter, safer, and more powerful, with a towing capacity of over 7,000 pounds.

While the latest fuel crunch is bound to impact the full-sized truck market, the Chevrolet Tahoe remains a core vehicle for General Motors. General Motors owns the full-sized sport-utility segment, carrying 62 percent of the market. The automaker hopes that its 2007 models will excite current owners looking to trade up, and make some conquest sales as well.

Of all the full-sized sport-utilities that carry the GM moniker, the Chevrolet Tahoe is the biggest player. The current model accounts for 26 percent of all full-sized sport-utility registrations in the U.S. since 2001.

The 2007 models, that go on sale next spring, offer buyers an edgier, more stylish and fuel-economical package, with a wider track, better safety features, a more luxurious interior, and improved aerodynamics.

A feature that should appeal to ALV buyers is the new second-row, power fold-and-tumble seat. The idea is similar to the stow-and-go seats in the current Chrysler minivans, except that these seats fold away automatically, by depressing a button on the overhead console or on the rear door pillar. Third-row seats can also be removed using mechanical levers on the back of the seat.

Geared towards active families with big cargo

The Chevy Tahoe is geared towards buyers who regularly carry up to seven passengers, tow large trailers, and who may want true-off road capability. The 2007 models come in two- or four-wheel drive configurations with a choice of three V-8 engines, all mated to a four-speed automatic transmissions.

All trucks at the start of production come equipped with a 5.3-liter aluminum block engine rated at 320-horsepower. There is also a flex-fuel version of that engine that runs on E85: a mixture if ethanol and gasoline. Towing capacity for the four-wheel drive models is 7,700 pounds: enough to pull a very large boat or trailer.

A new displacement-on-demand technology improves fuel economy by automatically cutting power to half the cylinders when engine demands are low. Estimated fuel economy for the four-wheel drive Tahoe is just over 20 miles-per-gallon combined city and highway driving, for the four-wheel drive truck. While it’s no gas miser, that’s not a bad number for a truck weighing over 5,500 pounds.

A wider track for a more stable ride

The new Tahoe has a wider track and bigger wheels and tires than the outgoing models, for a tighter, more car-like ride. Engineers used more aluminum in the suspension to reduce the amount of unsprung weight, and more high-strength steel in the body structure to improve torsional rigidity for better steering feedback.

The new models come with standard seventeen-inch wheels and tires, and available 20-inch rims. An off-road package that will be introduced later next year comes with 18-inch wheels and all-terrain tires.

Drivers familiar with the current model will be happy to learn that the brakes have improved significantly. Gone is the mushy pedal feel. The new brakes are responsive without being grabby. Four-channel antilock braking is standard equipment on all models.

There are two upgrades to the standard suspension. Autoride, available at the start of production, is a real-time damping control system that responds automatically to road and driving conditions. It adjusts vehicle height at all corners to compensate for imbalances that occur when towing, hard cornering, and braking. It also adjusts the amount of suspension damping according to the road surface, and can raise or lower the vehicle using air bladders at each of the wheels.

A test drive on paved and dirt roads east of Phoenix was a good opportunity to test the technology. On the paved roads at highway speeds, the suspension was firm enough to corner reasonably hard and maintain good steering control.

On the other hand, the suspension was compliant on the dirt part of the Apache Trail, that runs past Roosevelt Dam on the east end and weaves through the Superstition Mountains . The antilock braking and stability control system did a good job of stopping the truck when necessary on the narrow dirt road, which often narrows down to a single lane.

The engine has plenty of torque to accelerate from a stop up to highway speeds, although our test did not include acceleration when towing a trailer. The steering feels tight and responsive, and despite its size, visibility is good all the way around the vehicle. A back-up warning system and rearview camera are available on the top two grades equipped with optional navigation systems.

Better fit and finish inside and out

Improving fit and finish throughout the truck was a primary goal of the engineering team. On the outside, the fascias wrap around the front and sides of the vehicle to eliminate gaps, and the doors srap over the rocker panels in similar fashion. The antenna has been relocated to the rear window and the fuel filler cap lip eliminated to improve the coefficient of drag. While the 2007 Tahoe is quieter than the current model, there is still some wind noise from the outside mirrors.

Inside, the headliner is made of a nicer fabric, and hardware for the seatbelts is well hidden in the seat upholstery. A huge storage cubby inside the center console will hold a medium size pack. The glove box has also been made larger.

Seats are nicely finished. A denser foam and improved seat design provide good lower back support. Adjustable pedals are available as an option. All models come with tri-zone temperature controls, allowing the driver, front and rear passengers to have up to thirty degrees of variation in their settings. The heated seat option now includes the first two rows of seats.
While the cargo area behind the third-row seats is larger than the current model, drivers who want to stow large items in back should either order the vehicle without the optional third row, or plan to remove it frequently. Overhead racks are optional on all models.

New side curtain airbags protect three rows of passengers

A new optional side curtain airbag system protects all three rows of passengers. The airbags deploy in the event of a side-impact collision, or when special sensors determine that a rollover is imminent.

A well-conceived product

While the Chevy Tahoe isn’t a truck for everyone, the 2007 model is a well-evolved vehicle, with some important improvements in handling, performance and ergonomics.

Quick facts:

Base price: $33,900
Price as tested: N/A
Horsepower: 320 @ 5300 r.p.m.
Torque: 335 @ 4200 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: 15/21 m.p.g. city/highway 
Comments: Side curtain airbags are standard on the LT-3 grade only.

2007 Nissan Xterra

By Jim Woodman

2007 Nissan Xterra

As the only two-time winner of the ALV Best Value Vehicle Off-Road award, the Nissan Xterra is the prototypical active lifestyle vehicle. I hadn’t had a chance to spend more than a day or so in an Xterra since the vehicle’s 2000 model year introduction.

I remember being at a Nissan press introduction in 1999, in Monterrey, Calif., where they presented the Xterra, Maxima, Frontier Crew Cab and Pathfinder. From my perspective, a lot of the focus was on the Xterra and we spent plenty of time taking the Xterra through its off-road paces.

Those first generation Xterras, from 2000 to 2004, sported engine choices between an anemic 4-cylinder 143 hp to a respectable 210 hp 6-cylinder version. In 2005, Nissan went to a standard 4.0 liter 261 hp 6-cylinder that seriously addressed its gripes about a lack of get-up-and-go.

The current generation also shares its F-Alpha platform with the Titan pickup and Armada SUV which makes it a very capable off-road performer.

2007 Xterra

The 2007 Xterra comes in trim levels — X, S, Off-road and SE – each with the same engine it shares with the 350Z. While there have been minor changes to the Xterra since its 2005 major makeover, the same rugged outdoor nature aspect of this vehicle hasn’t changed a bit. Don’t expect to find leather, navigation or DVD options on an Xterra. This is all about using the vehicle for its intentions and capabilities.

I spent a week with the Off-Road model and was very pleased with the 281 lb-ft of torque for getting me going. I gave some friends a ride who used to own a Pathfinder and they were amazed at how much quieter my “Pathfinder” was than their old Pathfinder. I quickly corrected them by saying this was an Xterra and, yes, many of the newer cars have made huge improvements in terms of noise reduction.

My Xterra felt very solid going over speed bumps and I was just itching to take it off-road. But nowadays finding good off-roading venues, especially in larger cities, is challenging unless you want to really get out of town and out of sight. Unfortunately, I didn’t have time to take it for an extended off-road test but I did take it down, and back up, a very hilly construction site.

Since I’m not mentioning where or how I did this – no harm, no foul. Okay, I didn’t do anything too technically illegal but I can tell you that the Xterra had no problem climbing out a steep ravine in low four-wheel drive. It literally feels like driving a little Tonka toy up a steep hill.

The Off-Road model is designed for very challenging terrain. A Hill Descent Control allows you to go down steep, slippery hills without constantly applying the brake pedal. Hill Descent Control is engaged by the driver via an HDC switch. It can be activated at speeds up to 31 mph in 4HI and 15 mph in 4LO.

Functional Rear Cargo Area

The rear cargo area was not only very accessible, but I could wipe it down from sand or dirt quickly and my standard 56cm road bike fit in the back easily with just the front wheel removed via quick-release. I would be very comfortable throwing my bike in back, even with its perennially greasy and dirty chain. If I surfed or did a lot of ocean swimming with a wet suit, the back cargo area would be ideal for tossing my wet gear with no worries whatsoever.

As a current minivan owner, and former SUV owner, I mostly appreciated the fact this vehicle made me feel young and a little more hip. It’s got that I’m-headed-outdoors-for-some-fun look and feel that makes you forget you’re middle-aged and driving a minivan to drop-off and pickup children at school every day.

And, speaking of kids, installing a car seat in the back of the Xterra was a snap. I remember, with no fondness, the days when we had our first child and I used to wrestle with the seats and the seatbelts for 15 minutes or more trying to correctly install a simple car seat. Today, I could install the seat in the Xterra in less than two minutes. And that’s without having to look and see where the latches and hooks are before starting. Everything nowadays is very conveniently placed and accessible.

Interior Layout

I found all the interior controls conveniently-placed albeit lacking some of the creature comforts such as automatic climate control, navigation and leather. But, as stated earlier, you’re not buying an Xterra to shuttle yourself around in leather-appointed luxury. An Xterra is all about getting you outdoors. And at $28k, with pretty much all the off-road capability I’d ever need, I’m not sure this is a bad thing whatsoever.

My Xterra was also outfitted with a Rockford Fosgate(r) Audio Package. I have no idea what Fosgate means but what I do know is it came with a 6-disc in-dash CD changer, nine speakers, subwoofer and steering wheel audio controls. I’ve become a huge fan of steering wheel audio controls, not only because they’re much safer, but because it’s extremely convenient to adjust volume, change tracks or radio stations without ever removing your hands from the steering wheel. The Fosgate package, which adds another 900 bucks to the sticker, also features speed sensitive volume.

Since the Xterra’s geared to the younger generation, it’s no surprise that many are outfitted with a 5-speed manual transmission. For me, being able to manually shift gears was, well, fun again. It took me back to all the early cars I had through my late teens and 20s. Only difference is they didn’t have cell phones back then and there’s a big reason you need a headset or hands-free dialing when driving a manual transmission.

Though being completely honest, as much as I love driving a stick, there’s nothing worse than sitting in stop-and-go traffic having to engage the clutch over and over. And with better, and more fuel efficient, automatic transmissions the days of full-on manual shifting are going by the wayside. What we’re seeing a lot now is vehicles that offer a manual override in addition to an automatic transmission. I don’t know what it is, but for me I think of those as wannabe manual transmissions.

From a safety perspective, Nissan’s Xterra sorts you out with front and passenger air bags, front and rear crumple zones and pipe-style steel side-door guard beams. As mentioned earlier, child safety standards such as a LATCH (Lower Anchors & Tethers for CHildren) and safety rear door locks are standard.

The Xterra’s all about getting outside and feeling young again. This isn’t the soccer mom’s first choice nor is it what you’d want for lots of highway driving – even though it performs more than adequately well on the highway. Xterra’s for those that don’t just talk about leading active lifestyles, this vehicle is for doers and truly defines what it means to be active.

Quick Facts:

Base price: $26,200
Price as tested: $28,620
Horsepower: 261 @ 5600 rpm
Torque: 281 lb-ft of torque @ 4,000 rpm
0 to 60: 7.6 seconds (automatic transmission)
Antilock brakes: Standard
Side curtain airbags: N/A
First-aid kit: No
Towing: Yes
Off-road: Yes
Bicycle friendly: Yes
Fuel economy: 17/21 m.p.g. city/highway
Comments: Vehicle tested was a 5-speed manual transmission. Automatic transmission EPA fuel is 16/21 mpg city/highway

2007 Volvo S80 Sedan

Volvo’s luxury flagship comes of age

By Nina Russin

2007 Volvo S80 Sedan

The S80 is Volvo’s largest and most advanced luxury sedan. The original S80 was the first Volvo to make extensive use of multiplexing: using a common “bus” for several electrical signals, in order to reduce the amount of wiring in the car. That technology allowed engineers to increase the amount of electronic safety, comfort and performance features in the vehicle, without turning the engine bay into a jungle of wires.

The second-generation S80 borrows performance features such as the Four-C chassis from Volvo’s sporty R-cars, while introducing exciting new safety features such as a blind spot warning feature, collision warning, adaptive cruise control, and a personal communicator that can warn the driver if a would-be thief breaks into the vehicle. The sedan, that goes on sale the beginning of next year, will come in front- or all-wheel drive, with a choice of  inline 6 or V-8 engines, both mated to a six-speed automatic transmission with manual gear choice.

It’s Vegas, baby!

I drove the new sedan at a recent program in Las Vegas. Since the area around the Strip has become a maze of construction sites, it was a good environment to test out the new safety features. The areas around Lake Mead and Valley of Fire were less congested, allowing me to open up the throttle, and test the handling finesse of the self-adjusting chassis.

I started out the day in an all-wheel drive V-8 that was fully loaded with available comfort and convenience features. The eight-cylinder engine is the same block that Volvo uses in its XC90 sport-utility vehicle: a compact design that delivers an impressive 311 horsepower, and 325 foot-pounds of torque.

Within half a mile of the hotel, the driver next to me made a quick lane change and slammed on the brakes. The S80 responded by illuminating a collision warning light on the dash, followed by an audible signal. The collision warning system works in tandem with the brakes: the pads move next to the rotors to stop the car faster in an emergency.

Continuing to weave through traffic, the BLIS (blind spot information system) illuminated lights on the A-pillars when cars passed through the blind spots on either side of the car. The system appears similar to the warning system on the Audi Q7 sport-utility vehicle.

However the Volvo technology utilizes cameras behind the side-view mirrors, rather than radar. It’s an especially handy feature for those who commute in urban areas, where cars tend to dart in and out of lanes in order to make headway through traffic. While navigating through traffic is never fun, the Volvo’s safety technology eliminates some of the anxiety that drivers typically experience. We snaked our way down the strip to the south end of town, and onto the 15-freeway towards Lake Mead with a minimum of inconvenience.

Four-C fun

The four-C chassis changes the suspension damping automatically in response to road conditions. Drivers choose one of three settings, comfort, sport and advanced, depending on the driving conditions. The car does the rest. It’s a particularly nice feature on winding rural roads, because it allows the driver to maintain a firm suspension for good steering response, without getting beat up in the process.

The roads that wind through Valley of Fire are a good example: the suspension keeps the car flat going over dips and around blind turns, while doing a good job of damping the occasional frost heaves or potholes. All S80 models come equipped with standard dynamic stability control to prevent rollovers, traction control, and antilock brakes.

A speed-sensitive steering system provides more power assistance at low speeds in order to make parking easier. At high speeds there is more steering effort, to keep the car stable during emergency lane changes, and maintain a good on-center feel.

The seats inside the car seem to get better with each new generation of Volvo. Previous S40 models utilized aggressive side bolsters to keep the driver and front passenger in place. While they did their job, they were torture for those of us who have sensitive pressure points on the hips.

The front seats on the S80 are much more comfortable, with a good adjustable lower lumbar feature. Engineers revised the whiplash protection system to use the entire seatback, rather than the headrest, offering more effective injury prevention. Buyers can opt to add ventilated leather to keep the seats cool in the summer, and/or heated seats with three settings.

Scandinavian living room on wheels

The Volvo designers sought to mimic a Scandinavian home with the S80 interior. The European-spec cars are trimmed in stainless, while the North American cars have wood inlays. Designers describe the interior as having a “smart human touch,” and “taking away what’s not needed. The instrument panel is supposed to mimic a snow-covered meadow in winter.

Having lived in Chicago where snow covers potholes rather than meadows, and Phoenix where the meadows don’t see snow, I can’t quite relate. But the interior does seem light, attractive and uncluttered. Instrument panel controls are easy to figure out and access. There are redundant steering wheel controls so the driver doesn’t get distracted adjusting the climate control or radio.

The center console has cupholders large enough to hold water bottles, and well-designed storage bins for holding PDAs, cell phones and MP3 players.
An available premium sound system features Dolby surround-sound with 12 speakers, MP3 format, and Bluetooth compatibility.

Security system that’s sensitive to a heartbeat

The Personal Car Communicator that debuts on the S80 is a remote keyless entry system with theft-detection devices. The driver can check to see what state of lock or unlock he left the car in, no matter how far away he is from the car. At a distance of 330 feet or less, sensors will also tell the driver if an intruder has entered the vehicle. The sensors can detect a heartbeat to determine if the intruder is still hiding in the vehicle. The sensors only work if an intruder has entered a locked vehicle in which the alarm is set. In other words, if your dog jumps into the car, it won’t set off the alarm, or so the engineers claim.

Good power from the inline 6

In the afternoon, I jumped in a 6-cylinder car to compare its power and performance to the 8. The 235 horsepower 6-cylinder doesn’t have the hard acceleration of the 8, but it certainly doesn’t seem underpowered. Drivers looking to step up to Volvo luxury at a friendlier price should give it serious consideration. It’s a smooth, seamless engine with plenty of low and high-end power for accelerating out of tollbooths, or merging into high-speed traffic.

The 6-speed automatic transmission optimizes power and fuel economy, by closely matching gears to the vehicle’s power and performance needs. I had the chance to weave through more urban traffic, approaching the Las Vegas Strip late in the day: same construction, and same crazy drivers. Adding in a dose of fatigue, it was nice to have a nimble, well-balanced chassis under my seat. The European-spec mirrors on the test cars have a wider view on the driver’s side which was a nice perc. It’s a shame that they aren’t legal here in the states.

Pricing from under $40,000

Pricing for the 6-cylinder front-wheel drive S40 begins at $38,705. The V-8 with standard All-wheel drive begins at $47,350. All-wheel drive is available as an option on six-cylinder models. The new S-80 rolls in dealerships February 1.

Likes: Classic Scandinavian design inside and out with segment-leading safety features. Thanks to the R-cars, Volvo’s new generations of luxury sedans have sporty performance in the true European tradition.

Dislikes: None. But I would like to see Volvo certify its D5 turbo-diesel, available in Europe, for sale here in the states. With the availability of clean diesel, it would give Volvo buyers the opportunity to extend their vehicle’s fuel economy in an environmentally friendly package.

Quick facts:

Base price: $38,705
Price as tested: $47,350*
Horsepower: 311 Hp @ 5,950 r.p.m.
Torque: 325 lbs-ft. @ 3,950 r.p.m.
0 to 60: 6.5 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No 
Towing: No
Off-road: No
Bicycle friendly: Yes
Fuel economy: N/A 
Comments: * Pricing does not include $695 destination/handling charge.

2007 GMC Sierra

General Motors’ newest generation of full-sized pickup trucks is better than ever

By Nina Russin

2007 GMC Sierra

Through all of its ups and downs, one thing that General Motors has consistently excelled at is producing full-sized pickup trucks. One of the reasons is that engineers have incorporated engine technology from the Chevrolet Corvette into the truck chassis. Utilizing the aluminum engine block from the Corvette keeps weight out of the truck, while at the same time offering exceptional power.

In addition, engineers seem to have a good understanding of exactly what their customers are looking for, and they accommodate their buyers by offering a wide variety of handling, towing and suspension packages. Whether the buyer is a construction worker who needs to haul large payloads, or an enthusiast who desires exceptional off-road capabilities, there’s a full-sized GM pickup designed to meet the need.

In this new generation of trucks, engineers also focused on improving the ride quality of their trucks, specifically, making the ride and handling features feel more car-like. That involved enhancing torsional rigidity for better steering response, reducing noise intrusion into the cabin, bringing passenger safety features up to speed, and making the truck interiors more luxurious.

I had a chance to drive the new GMC Sierra pickups at a media event in the Phoenix area this past November. Our drive route included a long section of dirt road northwest of town, as well as some winding two-lane roads that lead from Wickenburg to Prescott. A 3,000 foot elevation change allowed me to test the low-end torque of the new engines, while frequent switchbacks leading up to Prescott were a good test of the new rack-and-pinion steering system.

A horse is a horse is a horse, of course…

Back when I was a kid, I was a big fan of “Mr. Ed,” a television show that featured a talking, slightly irreverent horse. One thing I learned from Mr. Ed is that there’s no substitute for good old-fashioned horse sense, especially in a truck engineer.

At the end of the day, a full-sized pickup isn’t just a pretty face. It’s a workhorse, whose primary purpose is to haul and tow big loads over crappy roads and not break down. That’s why the GMC truck engines utilize pushrods rather than overhead cams.

High revving engines are great for racecars that run on oval tracks with teams of mechanics in the pits. The idea isn’t so hot for a pickup truck that might break down in the middle of nowhere. The pushrod engines in the GMC Sierras don’t spin very fast, but they have enough displacement to produce mammoth amounts of horsepower and low-end torque: up to 403 horsepower and 417 lbs.-ft. of torque on the 6.2-liter engine.

The aluminum block reduces vehicle weight and enhances fuel economy. Variable valve timing automatically adjusts the time when the valves open and close according to engine load, allowing for more overlap when power demands are high, but minimizing it for reduced emissions during normal cruising conditions.

Driving the pickup up the Yarnell grade towards Prescott, I had to remind myself that I was driving a large truck and not a passenger car. When I goosed the accelerator, the truck responded with a surge of power, and the kind of sure-footed acceleration that can only happen with a flat, even torque curve.

The gasoline engines are mated to a longitudinally mounted six-speed automatic: one of the new “smart” transmissions that engineers have been using for about ten years. They are exceptionally durable transmission, and they have the advantage of being able to change shift points using software, rather than making mechanical changes to the governor.

An optional cat back exhaust system opens up the exhaust to enhance engine power, while keeping the vehicle emissions compliant.

A new rack-and-pinion steering system has the rack mounts on the engine crossmembers to reduce lash. That, combined with a 234% increase in torsional stiffness over the previous generation truck made the steering much more responsive. Despite the vehicle’s size, it was easy to get a sense of where the wheels were, and to steer the truck through tight turns.

Dirt Dog

New for ’07 is a Z71 off-road package, available on two and four-wheel drive models. Like the Z71 enhancements to other GMC models, this one includes suspension enhancements, special tires and skid plates. I drove both the Z85 and Z71 suspensions on the dirt mining roads around Lake Pleasant. The Z85 package is tuned for towing, but lacks the off-road enhancements of the Z71.

For most uses, either set-up works well. Standard stabilitrak and antilock braking on all models keeps the wheels tracking straight, and prevents the tires from spinning out of control on loose dirt. All models except duallies also come with a standard tire pressure monitoring system.

The Z71 set-up does protect underbody components on rough trails where there are errant roots and rocks, and allows for more suspension travel. However, both models were easy to drive at reasonable speeds on the 40-mile dirt section, and there was no problem with braking.

Buyers who want to trick out their trucks can also choose a suspension designed to accept 20-inch wheels as opposed to the standard 16 and 17 inch rims. There is also a NHT maximum trailering package for those who regularly tow large trailers and boats. The new trucks are designed to tow up to 13,000 pounds if properly equipped.

Plush interior

The new Sierra has interior options that rival luxury cars. With prices on these trucks reaching the $40,000 mark for highly optioned one ton models, there’s a good chance that they will be a family’s primary mode of transportation when they are not on the job. In keeping with that theme, buyers can opt for a touch-screen navigation system, DVD rear entertainment system, and a variety of MP3 compatible audio systems.

 The newest generation of OnStar that comes standard on all models also has a voice-activated navigation option.

The new trucks make extensive use of quiet steel in order to reduce noise intrusion into the cabin. There is an insulating blanket over the transmission tunnel to block road noise, and a new acoustic treatment for the back of the cab to block any noise coming in from the cargo bed.

The passenger cabin is safer than ever before, thanks to increased use of high strength steel in key areas. Engineers stiffened up the floor pan, added additional structure to the front (A) pillars, and enhanced the knee bolsters in front. In addition to front airbags, buyers can opt to add side curtain airbags that protect both rows of passengers.

The rear doors on crew cab models open wider than before: up to 170 degrees to make it easier to enter and exit the second-row seats. The rear seats also fold up to create a larger cargo space inside the cabin. Extended and crew cab models come with a power sliding rear window.

There are plenty of bins and cubbies throughout the cabin to store electronic gadgets, cell phones, and bottles.

Available accessories include tubular assist steps that make it easier to reach inside the bed, and several cargo system for the rear of the truck. There is an available bed extender, side rails designed to hold a rack above the cargo bed, an overhead rack, roof rails and cross bars, and a tonneau cover for the cargo bed.

Available diesel engine

In addition to the gasoline engines, buyers can also choose a 6.6-liter turbo-diesel rated at 365 horsepower, with 660 lbs.-ft of torque. The diesel engine is also mated to a six-speed automatic transmission. There is no longer a manual transmission option for the full-sized trucks.

Pricing begins at $21,000

Pricing for the newest GMC Sierra pickups begins at $21,210 for the 1500 regular cab, two-wheel drive model. Four-wheel drive adds about $5,000 to the base price. Fully-equipped four-wheel drive one ton models cost about $40,000. The new GMC Sierra full-sized pickup trucks are currently rolling into dealerships nationwide.

Base price: $21,000 
Price as tested: N/A
Horsepower: 315 Hp*
Torque: 338 lbs.-ft.  
Antilock brakes: Standard
Side curtain airbags: Option
First aid kit: No
Towing: Yes
Off-road: Yes
Bicycle friendly: Yes
Fuel economy:N/A
Comments: * Specs are for the 5.3-liter aluminum engine. Fuel economy figures and pricing will be available later.

2007 Toyota Yaris

Toyota’s subcompact liftback delivers true value

By Nina Russin

2007 Toyota Yaris

In our $3-per gallon world, the pint-sized Toyota Yaris is a real value, with a sub-$15,000 price tag and fuel economy that rivals most hybrids.
Small cars with small engines may not be sexy, but they are thrifty.

The Toyota Yaris, which replaces the Echo as the automaker’s subcompact sedan and liftback, is a reliable, affordable car that runs on 87 octane fuel and averages between 34 and 40 miles-per-gallon, depending on the driving conditions. While its 106-horsepower engine won’t win any races, it’s adequate for buzzing around town, or to take on the occasional road trip.

The 3-door liftback (tested), features a fold-flat second-row seat that opens up a decent-sized cargo bay, that’s large enough to stash a week’s worth of groceries, a few suitcases, or even a road bike with the front wheel removed.

Simple, functional interior

Like the Echo, the Yaris is engineered to be produced in both left- and right-hand drive versions. For this reason, all of the gauges, temperature and audio controls are located in the center of the instrument panel, and on a center stack beneath it. There is no tachometer on the 3-door model: a conspicuous absence on the manual-transmission test car.

On the positive side, both of the front doors have bottle holders integrated into the map pockets, and there’s a nice-sized enclosed bin above the glove box. The center stack has functional shelves for stashing small electronic items to the right and left of the control knobs. A large cupholder to the rear of the center console can easily hold a large bottle of water as well.

The front seats are comfortable and easy to adjust, with good lower lumbar support. The rear seats are very short of legroom, but they’re adequate for a child seat or to carry two extra passengers for a short distance.

The 60/40 split second-row seats fold forward by releasing two latches on the seatbacks of the outboard seats. The operation takes far less than the 30 seconds we specify for out bicycle-friendly vehicles.

With the second-row seats in place, there’s enough room in back for a few bags of groceries, and a standard tonneau cover keeps the items away from prying eyes.

Comfort and convenience features are generous of a car in this price range, including air conditioning, independent front suspension, tilt steering wheel and power steering. Options on the test car included antilock brakes ($300), side and side-curtain airbags ($650), remote keyless entry ($150), and a power package that adds 15-inch wheels, power windows, locks and mirrors, a MP3-compatible audio system with in-dash CD changer, rear windshield wiper, and the 60/40 split rear seats ($1,680).

Slow and steady wins the race

The Yaris’ four-cylinder engine and five-speed manual transmission provide adequate power for daily commutes, though 20- 50 mile-per-hour acceleration leaves something to be desired. Don’t expect to pass any cars merging into traffic. As is typical in small engines, the best power is at the top of the band, so the Yaris functions pretty well at highway speeds.

Visibility is good all the way around the car, which is a good thing, since pint-sized cars don’t get much respect from full-sized trucks and sport-utility vehicles. The 15-inch wheels make for a more stable chassis on the highway, or when it’s necessary to make an emergency evasive manuever.

 Because the Yaris is such a light car (under 2,300 pounds tested), it tends to bounce around in a good headwind. While steering response is generally good, the Yaris doesn’t always feel as solid on the highway as heavier cars with more powerful engines.

Simple but stylish exterior

The pint-sized liftback is simple but stylish on the outside: especially for fans of similar European cars. Short front and rear overhangs and a relatively low center of gravity give the Yaris a sporty appearance. On the other hand, it’s 5.5 inches of ground clearance means that drivers need to be careful of rocks and tree roots on graded roads.

A rear window wiper is a handy feature, improving the rear visibility in rain and snow. The liftgate is wide enough to make for easy access to the cargo area: an especially handy feature when loading in bikes or luggage.
Pricing a starving college student could love.

The Yaris is Toyota’s smallest and least expensive model. Base prices begin at $10,950 and $11,850 for the liftback and sedan respectfully: expect to pay a little more for automatic transmission models, and the upscale S sedan. The fuel-thrifty Yaris is currently on display at Toyota dealerships nationwide.

Likes:  The Yaris is a simple, inexpensive car that has a functional, stylish interior, and gets exceptional fuel economy: up to 40 miles-per-gallon on the highway. It’s a great first car for people on a budget, and it comes with Toyota’s flawless reputation for safety and reliability.

Dislikes:  The manual transmission model (tested) should come equipped with a standard tachometer. Antilock brakes, while available, are a fairly expensive option. Because of its size and relatively light curb weight, the Yaris tends to drift at highway speeds in windy weather. It’s best use is as a city commuter.

Quick facts:

Base price: $10,950
Price as tested: $14,540
Horsepower: 106 @ 6,000 r.p.m.
Torque: 103 lbs.-ft. @ 4,200 r.p.m.  
Antilock brakes: Option
Side curtain airbags: Option
First aid kit: No 
Towing: No
Off-road: No
Bicycle friendly: Yes
Fuel economy: 34/40 m.p.g. city/highway 
Comments: Base price does not include a $580 delivery charge.