2008 Chrysler PT Cruiser: Sunset Boulevard Edition

Pint-sized crossover with a hot rod attitude

By Nina Russin

2008 Chrysler PT Cruiser, Sunset Boulevard Edition

Ten years ago, Chrysler rolled out the production version of the PT Cruiser show car: a compact crossover styled after classic American hot rods. The pint-sized Cruiser is the embodiment of what Chrysler does best: combining edgy styling with a versatile interior that takes minivan packaging into a whole new segment.

Other manufacturers have tried to mimic the PT Cruiser formula with similar products such as the Chevy HHR. But none of its competitors do the job quite as well as the original.

With a base price starting at $15,015, the PT Cruiser is an affordable, fun car that can hold everything from long boards to bicycles. Passengers sit higher up than in a conventional car: theater style seating gives everyone a good view of the road. The forward-raked roof makes for exceptional headroom in the back.

Built to customize

One of the coolest things about the PT Cruiser is that it’s built to customize. Since the first models rolled out, Chrysler has produced eleven factory custom editions. Businesses can use panel truck models to wrap graphics, while car buffs cruise in style with flames or woodie side panels.

An available turbocharged four-cylinder engine adds thirty horsepower over the base block. Buyers who want better fuel economy can opt for a five-speed manual transmission on the naturally-aspirated car: average fuel economy is 23 miles per gallon. The automatic model (tested) averages twenty-one miles per gallon for city and highway driving.

Sunset Boulevard edition pays homage to Southern California car culture.

Personally, I would have called it the Riverside Drive edition, since Riverside Drive in Burbank is home to Bob’s Big Boy: one of the greatest cruise night destinations in the country. For readers who have never been to one, cruise nights are where people who love cars go to find other people of the same mindset.

On Friday nights, the line to get into the parking lot stretches out for blocks. To protect the spot against future development, its fans had Bob’s registered as a historic landmark.

Getting back to the Cruiser, the Sunset Boulevard Edition is mainly a paint job: “sunset” red pearl coat, with some extra chrome accents, bigger wheels, and a couple of custom badges. The power sunroof, tinted glass and special wheels add $845 to the car’s base price. The special paint is another $150.

With the exception of the upscale Limited grade, antilock brakes are an option. I would recommend them, especially for drivers living in four-season climates. Traction control comes with the antilock brake option. Neither side curtain airbags nor electronic stability control are available on the Cruiser.

Music aficionados can upgrade the standard audio system to a Boston six-speaker acoustics system that adds Sirius satellite radio. A second sound upgrade replaces the single disc CD player with a six-disc unit. The standard audio system is MP3 compatible.

Cruising through Phoenix

Despite its styling, the PT Cruiser is no hot rod. But it is a pleasant car to drive. The standard four-cylinder engine and four-speed automatic transmission provide plenty of power for urban commuting. The automatic transmission shifts smoothly with a minimum of shift shock, though a five-speed unit would probably improve fuel economy.

The base LX does not come with power mirrors, which can be an inconvenience if multiple drivers are sharing the car. Small levers inside the car manually adjust the side mirrors. Manually adjustable seats are easy to position.

Lower back support is adequate, but not exceptional. Upscale Touring and Limited grades come with adjustable lower lumbar controls.

The high seating position is one of my favorite features about the PT Cruiser. Though the car itself sits much lower than most light duty trucks, the driver is able to see around the high-profile vehicles more easily.

Visibility around the car is pretty good. The high seating position enhances forward visibility and makes cornering on highway ramps much easier. Side mirrors do a pretty good job of compensating for blind spots to the sides and rear of the car.

Room for four adults and a variety of cargo

Despite its small footprint, the PT Cruiser has a remarkably spacious and configurable interior. Though Chrysler calls the Cruiser a five-passenger car, the middle seating position in the second row lacks legroom, due to interference from the center console and floor tunnel.

But four adults will be quite comfortable, even on long road trips. Both rows have access to plenty of cupholders and map pockets in the door. In front, a twelve-volt power point on the base of the center stack recharges electronic devices.

A tilt steering wheel adapts to drivers of different sizes, as does a sliding center armrest. A two-piece bin under the center console holds compact discs in one section and small electronic devices up top.

The optional moonroof brings ambient light into the rear of the car, which would otherwise be rather dark. Front row passengers get dual overhead reading lamps. There is also a small light in the cargo area to the right of the liftgate.

Second-row seats fold flat by using a levers on the seatbacks. A pull strap on the seat cushions releases the seats so they can tumble forward, and be removed. Tumbling the seats forward creates an uninterrupted load floor large enough for a road bike with the front wheel removed.

A rear shelf panel installs in horizontal guides in the cargo bay to create an extra horizontal shelf, a table for tailgate parties, or a vertical divider. Upscale models come with a fold flat front passenger seat that further extends the load floor, and can also serve as a work surface.

Lifetime powertrain warranty

As with all Chrysler products, the PT Cruiser comes with a lifetime powertrain warranty that protects owners against repair costs due to manufacturing defects. The warranty includes three years of 24-hour towing assistance.

Chrysler builds the PT Cruiser at its Toluca, Mexico assembly plant.

Likes: A small affordable car with room for four passengers and a configurable interior. The high roofline maximizes headroom for rear passengers and vertical load-in space. A low liftover height makes it easier for small people to load up the back.

Dislikes: Base model does not come with standard power windows, air conditioning or antilock brakes. Electronic stability program and side curtain airbags are not available.

Quick facts:

Make: Chrysler
Model: PT Cruiser LX: Sunset Boulevard Edition 
Year: 2008
Base price: $15,015
As tested: $18,475
Horsepower: 150 Hp @ 5100 rpm
Torque: 165 lbs.-ft. @ 4000 rpm
Zero-to-sixty: N/A
Antilock brakes: Optional
Side curtain airbags: N/A
Bicycle friendly: Yes
Towing: No
Off-road: No
Comments: Base price does not include a $640 delivery charge.

Going Green to Save Green

By Nina Russin

Honda eco assist system

The recent hike in gas prices has made drivers think seriously about limited oil resources. New car technology–including gasoline/electric hybrids, electric cars, clean diesel and fuel cells–not only promises to stretch existing oil reserves; they reduce the amount of harmful exhaust emissions in the air we breathe.

As athletes, we’re especially aware of the importance of clean air: it’s essential to our way of life. But do the new generation of green cars help us preserve our limited financial resources as well?

Cost of Going Green

The fact is that green car technology costs money. Many gasoline/electric hybrids, such as the Toyota Highlander Hybrid and Lexus 400h, cost significantly more than gas-powered equivalents.
 
The Toyota Highlander Hybrid has a base sticker price of $34,200, versus $27,500 for the gasoline model. The Lexus RX350 sport-utility vehicle starts at $37,700, as opposed to $41,580 for the 400h.

Not only do buyers pay a premium for the hybrid technology: these hybrids are only available as fully-loaded cars, adding to the base sticker price.

Clean diesel has been popular in Europe for some time: the low-sulfur fuel wasn’t available in the U.S. until last year. As a result, there’s less of a price difference between clean diesel models sold in America and their gas-powered cousins.

For example, Mercedes-Benz BlueTEC models cost a little more than base gas-powered models, but are less expensive than 4matic all-wheel drive grades. The base M-Class starts at $44,875 as opposed to $45,875 for the BlueTEC clean diesel, while the 4matic version costs $53,625.

Diesel cars average twenty-five to thirty percent better fuel economy than comparable gasoline models, but the diesel is more expensive. At the beginning of July, 2008, the national average for a gallon of diesel was $4.70, versus $4.06 for a gallon of unleaded regular gasoline, according to the Energy Information Administration.

There are a couple of reasons for this: limited demand here in the States, and subsidies in foreign countries that increase demand for diesel internationally.

Avoiding the Fuel Pump

Electric cars require no gasoline, but buyers need to install recharging devices at home. The other limitation is driving range, which is shorter than for gasoline cars. The new Chevy Volt has a range of 64 kilometers: about 40 miles.

Engineers plan to introduce an on-board generator to recharge the Volt’s battery pack on the go: no word yet as to whether that generator will be standard equipment on the car.

Fitting Technology to the Driver

Having mentioned some hidden costs in going green, the question remains: is there any cost benefit? The answer is ‘yes’, if the driver chooses technology according to his needs.

Hybrid cars are most beneficial for people who drive in crowded urban areas. On most hybrids, the gasoline engine shuts off at idle while electric motors run the accessories. Some hybrids can also run on electric power at low speeds: the Chevy Tahoe and Dodge Durango hybrids are two examples.

Hybrid fuel economy in stop-and-go driving is significantly better than for gasoline cars. The Toyota Highlander Hybrid averages 27 miles-per-gallon in the city, as compared to 18 miles-per-gallon for the gasoline model. The Toyota Camry Hybrid gets 33 miles-per-gallon in the city, compared to 21 mpg for the four-cylinder gas car, and 19 mpg for the V6.

While these cars also get excellent fuel economy on the highway, the advantage over gasoline models is not as significant. The exception is the Toyota Prius: it averages 45 miles-per-gallon on the highway, and has better overall fuel economy than any other Toyota model.

Diesel for Any Driving Situation

Drivers who spend most of their time on the highway should consider clean diesel. Diesel fuel economy gains are consistent for both city and highway driving, and are big enough to more than offset higher fuel costs.
The bigger the car, the bigger the benefits. The full-sized Mercedes-Benz GL320 sport-utility vehicle averages 17/23 mpg city/highway when equipped with the clean diesel engine, versus 13/18 for the gas-powered model. The smaller M-Class sport-utility vehicle gets 23/32 mpg with the diesel engine, compared to 13/18 mpg for the gasoline model.

Chrysler offers a V6 diesel engine on the Grand Cherokee sport-utility vehicle: it averages 18/23 mpg city highway. The Grand Cherokee with a gasoline-powered V6 averages 15/20 mpg city and highway; the V8 gas engine averages 13/19 mpg.

Tax Credits

The Energy Policy Act of 2005 rewards buyers of hybrid, fuel cell and alternative fuel vehicles with a tax credit, ranging from $250- $3400, depending on the vehicle’s weight and fuel economy. But there’s a catch: the tax credit disappears in stages after the automaker sells 60,000 units of a particular model.

Future Prius buyers are out of luck. But shoppers considering the new VW Jetta TDI may save some money come tax time. A good source of information on federal tax credits is Edmunds.com’s Green Car Advisor.

Small Carbon Footprints

Buyers who can’t afford a hybrid or clean diesel can still go green and save gas by driving a smaller car. The Nissan Versa, Scion xD, Kia Rio, Suzuki SX4, Volkswagen Rabbit and smartfortwo all have MSRPs under $16,000, and all average 30 mpg or better on the highway. Cars that use less gas pollute less: it’s as simple as that.

Do the Math

Despite a recent drop in the cost of fuel, the general trend in the future will be towards more expensive gas. The myriad of green car options gives buyers with different budgets and lifestyle needs the ability to minimize their fuel expenditures, and do something good for the environment at the same time.

New car shopping is all about doing the math: green cars are no exception. One place to start is by creating a log to record important information about current driving habits, including average annual mileage, and city versus highway driving. Keep track of the number of passengers who typically share the car to see if downsizing is a possibility.

Buyers considering alternative fuels need to make sure that their local infrastructure supports those types of vehicles. Clean diesel is widely available, but supplies of biodiesel and E-85 are more limited.

Find out whether any of the cars on the short list qualify for a federal tax credit. And don’t forget to factor in the trade-in value of the current car. Kelley Blue Book is a reliable source of information on resale values. Edmunds has a tool to help big truck owners determine how much it will cost to go green.

2008 Toyota Sequoia 4X4

Full-sized sport-utility vehicle is designed for active families
By Nina Russin

2008 Toyota Sequoia

Last year, Toyota rolled out a new version of its full-sized Sequoia sport-utility vehicle. Designed with active families in mind, the seven-passenger Sequoia features available four-wheel drive, including a two-speed transfer case and locking differential, plus towing up to ten thousand pounds.

The second-generation Sequoia comes with a choice of two V-8 engines: a carry-over 4.7-liter block, or a new 5.7-liter powerplant rated at 381 horsepower. Like the outgoing model, the new Sequoia shares chassis components with the full-sized Tundra pickup. But it is a much more refined package, with ride and handling that is better suited for its intended audience.

Fifty years of off-road engineering

Toyota’s sport-utility heritage dates back to the 1951 BJ: a four-wheel drive vehicle capable of climbing to the sixth station of Mt. Fuji, and used by Japan’s National Police Agency. In 1954, Toyota renamed the BJ the Land Cruiser: it has been Toyota’s halo off-road vehicle ever since.

Over time, the Land Cruiser evolved into a premium product aimed at upscale buyers. This opened up a niche for a more affordable, full-sized sport utility vehicle. The first Sequoia that rolled out in 2001 shared the Land Cruiser’s off-road capability, but was priced within reach of younger buyers with growing families.

Before starting work on the new Sequoia, chief engineer, Motoharu Araya came to the states and lived with an American family that owned a full-sized sport-utility vehicle. His objective was to make the new model comfortable enough for families to travel a thousand miles per day in, while maintaining exceptional towing and off-road capability.

The new 5.7-liter engine meets ultra-low emissions vehicle standards. Combined with a six-speed automatic transmission, its fuel economy is comparable to the Sequoia’s standard 4.7-liter V8.

Base price is on the second-generation Sequoia is $34,150: within our luxury category, but significantly less than the $64,000 Land Cruiser. There are five grades, ranging from the volume-leading SR5 with the 4.7-liter V8, to the upscale Platinum model with the new 5.7-liter engine. Base price on the Platinum 5.7 grade (tested) is $55,700.

Car-like ride and handling

Despite its large footprint and substantial curb weight, the Sequoia handles very much like a passenger car. Engineers opted for a fully independent front and rear suspension with coil rather than leaf springs to produce a compliant ride throughout the passenger cabin. Its turning radius is about nineteen feet: not bad for a truck with a 122-inch wheelbase.

The new engine has plenty of power to accelerate into high-speed traffic. In an effort to conserve fuel, I made an effort to keep the engine revs at or below 2000 rpm. I found it easy to accelerate at or above the speed of traffic while keeping my fuel economy near the top end of the Sequoia’s range. The six-speed automatic transmission can maintain speeds in excessive of seventy miles-per-hour with very little strain on the engine.

Twenty-inch wheels come standard on the Platinum model, giving the Sequoia bigger contact patches with the ground, and a more stable stance for cornering. All models have between nine and ten inches of ground clearance: plenty to clear obstacles on off-road trails. Running boards that come standard on the Platinum grade make it easier to enter and exit the vehicle, but can catch the occasional rock on an uneven trail.

Speed-sensitive rack-and-pinion steering provides plenty of assist for maneuvering into a tight parking spot, while maintaining a good on-center feel at speed. In general, the new Sequoia has much crisper handling than the model it replaces, without sacrificing ride comfort.

Ventilated front and rear discs with standard four-channel antilock braking stop the car in a firm, linear fashion. Bringing six thousand pounds of sheet metal to a stop is not an easy task, but the brakes on the Sequoia handle the job with aplomb.

Thick pillars and smoked glass throughout the rear of the car create some rather large blind spots on the driver’s side and in back. A standard backup camera on the Platinum grade makes it much easier to park, and avoid obstacles when driving in reverse.

Average fuel economy for the four-wheel drive model is fifteen miles-per-gallon. Buyers who don’t need the off-road capability can save some money at the pump by opting for the two-wheel drive model. All models run on 87-octane fuel.

Well-equipped interior

Heated captain’s chairs in the first and second row are extremely comfortable, with plenty of lower lumbar support and enough adjustments to suit drivers and passengers of various sizes. Two-position driver’s seat memory is standard on the Platinum grade.

A screen on the center stack displays maps for the standard navigation system and the camera view to the rear when the car is in reverse. Standard tri-zone temperature controls allow all of the passengers to find their optimum temperature.

A conversation mirror in the overhead console allows front-row passengers to keep an eye on kids in the second row. An optional rear-seat entertainment system includes a DVD player and 115-volt inverter ($1670).

The driver can choose from three suspension settings and adjust ride height using buttons to the left of the center stack. A gate shifter on the floor console allows the driver to select gears manually.

A power tilt-and-telescoping steering wheel has redundant audio, Bluetooth and temperature controls. A stalk controls optional dynamic laser cruise control ($600). The driver chooses the following distance: an on-board computer applies throttle or brakes to maintain the set speed while maintaining a margin of safety behind the car in front.

All three rows of passengers get overhead reading lamps, map pockets and cupholders aplenty. First and second-row center console bins store small electronic devices and compact discs. The first-row bin is large enough to hold a backpack. A two-piece glovebox has extra space for magazines and maps.

A lever on the second-row seat cushions flips the seatbacks down and moves the seats forward about a foot, making for better-than-average third row access. Third row seats have less leg and headroom than first and second rows, but they are roomy enough for kids and smaller adults.

Power folding third-row seats

A power liftgate and power folding third-row seats, both standard on the Platinum grade, make it easy to load large cargo in back. With the third-row seats folded flat, the Sequoia easily meets our bicycle-friendly standards.

The Platinum grade also comes standard with roof rails and crossbars. A step pad on the rear bumper makes it easier to load items up top.

Standard safety

All grades come with standard front, side and side curtain airbags and vehicle stability control.

Toyota produces the Sequoia at its Princeton, Indiana assembly plant.

Likes: A luxuriously equipped full-sized sport-utility vehicle with off-road and towing capability. A powerful new V8 engine and fully-independent suspension give the Sequoia the ride and handling of a passenger car.

Dislike: Carpeting and cargo mats are a $235 option on the upscale Platinum grade.

Quick facts:

Make: Toyota
Model: Sequoia Platinum 4X4
Year: 2008
Base Price: $55,600
As tested: $58,930
Horsepower: 381 Hp @ 5600 rpm
Torque: 401 lbs.-ft @ 3600 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Off-road: Yes
Towing: Yes
Comments: Base price does not include a $685 delivery charge.

2008 Ford F250 Super Duty 4X4

Ford’s F250 Lariat may be the most posh, heavy-duty truck on the market.
By Nina Russin

2008 Ford F250

My mind drifts back to Reatta: the ranch in “Giant.” Giant is the last film James Dean made before he died: he plays opposite Liz Taylor and Rock Hudson in the screen adaptation of Edna Ferber’s novel, about the disappearance of the cowboy way. Everything about “Giant” is giant, especially the ranch, which encompasses enough land to house a medium-sized city.

The Ford F250 Lariat is the Reatta of pickup trucks: epic in scale, and containing every possible creature comfort the well-dressed cowboy could ask for. The test truck, equipped with the optional off-road package, also has the King Ranch option: leather heated captain’s chairs, satellite radio, navigation system, power sliding rear window, power moonroof, automatic climate control, and the gaudiest two-tone paint job imaginable. The exterior looks like one of those oval-shaped buckles the rodeo queens wear, only much bigger.

On a greener note, it has a clean diesel engine. Fuel stats aren’t available because the EPA doesn’t certify super duty trucks, but I was able to log about a hundred miles on just over a quarter tank of gas. The fuel tank holds thirty gallons.

For buyers planning to tow trailers, diesels offer exceptional low-end power. The Powerstroke V8 produces 650 foot-pounds of torque, and develops maximum torque as low as 2,000 r.p.m. Its 350 horsepower rating is close to Ford’s gas-powered V10

All models come with the option of six-speed manual or five-speed automatic transmissions. The test truck has the automatic, which I prefer for this type of vehicle. While manual transmissions give the driver more control in extreme off-road conditions, automatic transmissions are better for towing. A tow-haul mode in the five-speed automatic improves uphill and downhill control by varying the shift points and applying engine braking as needed.

The off-road package provides everything necessary for aggressive off-road driving: two-speed transfer case, skid plates under the chassis, and ample ground clearance. But because of its size, the F250 can’t navigate narrow, winding trails. Wheelbase on the crew cab is 156 inches. There’s not a chance of getting it into my garage, and it barely fits in the driveway. Turning radius is almost 52 feet. With a curb weight of 6500 pounds, it takes a pretty serious winch and tow truck to pull the F250 out of a rut.

On the highway, the F250 has exceptional performance for a truck of its size. The tow mirrors provide excellent visibility to the rear. Even without a trailer, the mirrors make it a lot easier to see low profile vehicles to either side. The mirrors incorporate large, redundant turn signals: a nice safety feature for other drivers on the road.

Twenty-inch aluminum wheels and all-season tires are part of the King Ranch option. The all-season tires provide a comfortable ride on the highway, but won’t provide as much traction off-road as trail-specific tires. Those who plan to drive off-road might want to buy a second set of smaller wheels that will have a narrower footprint and a higher profile.

Because of the diesel engine’s low-end torque, it’s easy to accelerate hard from a stop, and merge into high-speed traffic. Steering is responsive without being too touchy, and the disc brakes are big enough to stop the truck fairly quickly. I didn’t have a chance to drive in rain or snow, but drivers in colder climates will appreciate standard antilock brakes.

A limited slip rear axle keeps the truck tracking straight if one of the back wheels contacts ice, oil, or soft sand. The test truck also has optional traction control, to prevent excessive wheel spin in bad weather.

Because it’s engineered for towing, the F250 has a live rear axle. The solid axle doesn’t have the compliant ride of independent suspension, but it doesn’t bump passengers all over the road either.

Inside: a casita on wheels

Equipped with two rows of captain’s chairs, the crew cab seats four adults. Both rows of passengers have enough room to be comfortable on longer drives. The driver’s seat has six power adjustments. A tilt and telescoping steering wheel and adjustable foot pedals allows smaller drivers to sit a safe distance from the airbag. The leather steering wheel has redundant controls for most comfort and convenience options. The passenger seat on the Lariat model also has power adjustments.

Running boards make it easier for passengers to climb into the high profile vehicle. There are grab handles near all four doors for the same purpose.

A large shelf on top of the instrument panel holds a clipboard or a laptop computer. There are two, huge bottle holders in both front and rear center consoles. The bin in the front console is large enough to hold a small backpack or purse. Smaller trays in the bin hold change or small electronic devices.

Controls on the instrument panel are easy to reach from either front seating position. The navigation screen doubles as a touch screen for audio controls. There are redundant buttons for the automatic climate control and audio system.

The doors have two tiers of map pockets. There is a 12-volt power point in the instrument panel, and a second on the back of the front center console. Large, leather map pockets on the front seatbacks provide additional storage for second-row passengers. The power sliding rear window allows fresh air into the rear of the cab.

Buyers who live in extremely cold climates will appreciate the supplemental cab heater and engine block heater options. Since diesel engines use glow plugs rather than traditional spark plugs, they can be harder to start in cold weather.

The crew cab has enough interior space to hold groceries and a moderate amount of luggage. It wouldn’t be too hard to load a bicycle inside with the front wheel removed.

Because the crew cab extends the truck’s overall length, buyers can opt for a shorter cargo bed. The bed on the test truck is about six and a half feet long: a standard cargo bed measures eight feet.

An optional bed extender on the test truck makes it long enough to hold sheets of plywood, or other large items. Width between the wheels is just short of sixty inches, and the cargo bed is twenty-inches deep. An optional tailgate step folds down to make loading the back easier.

Payload for the F250 is 2,830 pounds: the truck easily exceeds our ALV towing standards. Maximum gross vehicle weight is 10,000 pounds.

Base price on the F250 Lariat is $37,305, but the option packages add a significant cost. The automatic transmission alone is almost $7,000. Sticker on the test truck is $57,225, including a $925 destination charge.

The Ford F250 is built in Ford’s Kentucky truck plant, and is currently on display at dealerships nationwide.

Likes: Diesel engine provides the best possible fuel economy and reduced emissions. The F250 has excellent road manners for a truck of its size. The interior is versatile enough to function as a mobile office or home away from home. The optional upgraded audio, leather trim, navigation system and automatic climate control are nice features for drivers who take frequent long road trips.

Dislikes: The two-tone paint and extra chrome badges makes the exterior look gaudy.

Quick facts:

Base price: $37,305
Price as tested: $57,075
Horsepower: 350 @ 3,000 r.p.m.
Torque: 650 lbs.-ft. @ 2,000 r.p.m.
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: N/A
First aid kit: No 
Towing Capability: Yes
Off-road: Yes
Bicycle friendly: Yes
Fuel economy: Not available.

2008 Kia Sedona EX LWB

Second-generation minivan seats up to seven
By Nina Russin

2008 Kia Sedona

The 2001 Sedona was one of the first vehicles to reflect Kia’s current focus on safety and  quality. When product specialists unveiled a prototype at the LA auto show, they received a lukewarm reaction from the media. Though the concept wasn’t terrible, it lacked key features such as dual power sliding doors, considered to be qualifiers in this market.

Rather than staying the course, designers went back to the drawing board, fixing the Sedona’s problems before putting it into production. As a result, the minivan became one of Kia’s biggest success stories: dealers couldn’t get their hands on enough of them.

The second-generation Sedona, introduced in ’07, is a bigger and theoretically better product. Minivan owners like options, and the new Sedona offers more of them: in particular, a long wheelbase version, that gives second and third-row passengers a lot more room.

The 2008 Sedona packs a 250 horsepower V6 engine under the hood, and can tow up to 3500 pounds. The interior is thick with cupholders, bottle holders, work surfaces, and 12-volt plug-ins. Kia has maintained its safety focus, with five-star federal frontal and side impact crash test ratings.

But having driven the car for a week, something doesn’t quite ring true. It feels heavy on the highway, and the fold-and-tumble seats aren’t that easy to fold and tumble. At the end of the day, I’m longing for the simplicity of the original car.

Long wheelbase means extra legroom

The test car is the upscale EX long wheelbase grade. A five-speed automatic transmission enhances the car’s fuel economy: about nineteen miles-per-gallon on average. Standard seventeen-inch wheels give the minivan a stable footprint, and dress up the exterior.

The long wheelbase adds thirteen inches to the Sedona’s overall length. Tall adults will find plenty of leg, head and hip room in the second row. A pass-through between the second-row seats makes it easy to climb in back.

Third-row seats have less legroom than the second-row, but they are more spacious than the rear seats in most competitive products. As a five-foot-six adult with relatively long legs, I had enough room to be comfortable on an extended road trip.

High level of comfort and convenience features

The EX grade comes standard with tri-zone air conditioning, power front seats, keyless entry, cruise control, power locks and doors, heated power outside mirrors and keyless entry. A luxury package adds leather trim, a power sunroof, adjustable pedals and heated front seats with two-position memory($1700).

A premium entertainment packages upgrades the standard audio to a ten-speaker Infinity  system, and adds rear-seat DVD entertainment system ($1000).  Power sliding side doors and a power rear hatch cost $200.

Designers did a great job on ergonomics throughout the interior. A center console tray between the front seats expands to create a surface large enough for a travel computer, with four large cupholders for first and second-row passengers.

The gearshift is on the center stack, leaving a space on the floor for stashing a purse or pack. Audio and dual-zone front climate controls are easy to reach from either front seating position.

A display on the overhead console can be programmed for ambient temperature, compass, or fuel meter. A small overhead bin holds sunglasses or a garage door opener.

A tilt steering wheel gives smaller drivers a clear forward view. Redundant audio controls help the driver stay focused on the road.

Power seat controls on the front doors are easier to reach than controls on the seat cushion. The driver’s seat has an adjustable lower lumbar support. The filler cap release is also on the front door, where it’s easy to find.

Two 12-volt power points at the base of the center stack recharge electronic devices on the go. A dual glove box holds the headphones and remote for the DVD system up top, and has separate shelves below for the owner’s manual and car documents.

Controls for the rear-zone HVAC are in the headliner, near the left side door. Four overhead vents circulate air through the back. All three rows of passengers get overhead reading lamps.

Extra options add extra weight

The longer wheelbase and luxury package on the test car add about three hundred pounds to the Sedona’s curb weight, reducing fuel economy, and impacting performance.

In stop-and-go traffic, the V6 engine provides plenty of power for accelerating into traffic and getting up to speed between traffic lights. But on the highway, the engine lacks the power to accelerate hard. This was especially noticeable trying to get into the commuter lanes during rush hour.

A fairly large blind spot on the driver’s side is more noticeable at speed. Visibility on the right side of the car is quite good.

A rear backup warning system that comes with the luxury package makes it easy to back the Sedona into a parking space. The passenger-side mirror flips down when the driver shifts into the reverse so he can see the curb to parallel park.

A fully independent suspension feels a little soft, but that’s typical for a minivan. Standard front and rear stabilizer bars prevent excessive roll in the corners.

Configurable cargo area

Sixty/forty split third-row seats fold and tumble into the floor using two straps on the seatbacks. The operation is more difficult that I expected it to be, but once accomplished, creates a long flat load space big enough for large cargo.

Second-row captain’s chairs fold flat, and can be tumbled forward to extend the load floor. The Sedona easily meets our bicycle-friendly standards. The long-wheelbase model can be configured to tow up to 3500 pounds: our minimum ALV standard. Roof rails are standard on the EX grade: crossbars on the test car are a $375 option.

Standard safety

All models come with front, side and side curtain airbags, active front head restraints, four-channel antilock brakes, traction control, electronic stability control, and a tire pressure monitoring system. Kia’s ten year/100,000 mile power train warranty includes five years of roadside assistance.

The 2008 Kia Sedona is on display at dealerships nationwide.

Likes: The Sedona has a high level of standard comfort and convenience features, and is less expensive than some of its comparably equipped competitors. The long-wheelbase model has an exceptional amount of legroom in the second and third rows.

Dislikes: Fuel economy for the long wheelbase model is not very good. Third-row seats are difficult to fold and tumble into the floor.

Quick facts:

Make: Kia
Model: Sedona EX
Year: 2008
Base price: $26,195
As tested: $32,595
Horsepower: 250 Hp @ 6000 rpm
Torque: 253 lbs.-ft. @ 3500 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Towing: Yes
Off-road: No
Fuel economy: 16/23 mpg city/highway
Comments: Base price does not include a $725 delivery charge.

2008 Kia Sportage EX 4X4

Affordable, compact sport-utility vehicle
By Nina Russin

2008 Kia Sportage

No vehicle in Kia’s lineup exemplifies the company’s evolution from bit player to a major force in the American market better than the Sportage. When the first Sportage rolled out fifteen years ago, its singular asset was the price tag.

The Sportage was the least expensive sport-utility vehicle on the market. Buyers who had never been able to afford a new car could buy a Sportage.

By the time Kia introduced the current model in 2005, it had established itself as a safety leader, while maintaining its value pricing strategy. The new Sportage received five star federal crash test ratings in frontal and side impacts, and has one of the highest levels of standard safety features in its segment.

A Sportage for every lifestyle

The current model is available with a choice of two engines: an inline four-cylinder or 170-horsepower V6. The test car is the upscale EX grade with a V6 engine and four-speed automatic transmission. Available four-wheel drive gives the Sportage moderate off-road capability.

Though the larger engine and all-wheel drive hurts its overall fuel economy, the V6 EX is a  better car on the highway than the four-cylinder.  The V6 has forty more foot-pounds of torque than the four-cylinder: peak torque occurs at lower engine speeds, for better acceleration.

Four-wheel drive adds the versatility that most buyers with active lifestyles require. The four-speed automatic transmission is the powertrain’s least appealing feature. It gets the job done, but a five-speed gearbox would have improved overall fuel economy.

Though the Kia Sportage and Hyundai Tucson share the same rolling chassis, the Sportage is tuned for more aggressive driving. Gordon Dickie, who was Kia’s Director of Product Quality at the time, was responsible for tuning the Sportage.

Dickie had come to Kia from Mazda, where he worked on the MazdaSpeed products. The Sportage has stiffer suspension settings and a more positive on-center feel than the Tucson: both Dickie trademarks.

Solid highway performance

I had the dubious pleasure of driving the first-generation Sportage from Phoenix to LA: it had as much power as a box full of field mice, and shook like a banshee in the wind. To its credit, the current model bears absolutely no resemblance to the car it replaced. It’s quiet and refined, with ample power and a solid, stable footprint.

The V6 engine has plenty of power to maneuver through high-speed traffic. Though the transmission lacks large overdrive gears, it seems well mated to the engine, with no noticeable shift shock.

Visibility around the car is good: a standard rear wiper keeps the glass clear in rain and snow. Power rack-and-pinion steering feels precise at speed, while providing plenty of assist for maneuvering through parking lots.

A four-wheel drive lock button to the left of the gauge cluster gives the driver additional traction off-road. The driver can also disable the electronic stability control, allowing the wheels to spin on snow and loose dirt for better maneuverability.

Versatile interior

The upscale EX grade comes with a high level of standard comfort and convenience features, including single-zone climate control, a sunroof, AM/FM/cassette and CD player with MP3 compatibility, a tilt steering wheel, and power front seats. A luxury package adds leather trim, front seat heaters and an audio upgrade ($1300).

There are two, twelve-volt power points: at the base of the center stack and to the left of the liftgate in the cargo bay. All four doors have map pockets with molded bottle holders.

Two open bins, in front of the armrest and at the base of the center stack, hold small electronic devices. The glovebox is rather small: a grab handle above it is probably unnecessary for the type of off-road driving most owners will do.

Two cupholders in the floor console are also large enough for bottles. Second-row passengers get two smaller cupholders that pop out of the back of the center armrest. The center seatback in back folds down to serve as an armrest for rear passengers.

The outboard second-row seats have enough leg, hip and headroom for average adults. There is no floor tunnel, but the center console limits legroom in the center position.

Spacious cargo area

Levers on the rear seatbacks fold them flush with the cargo floor: the Sportage easily meets our bicycle-friendly standards. A standard tonneau cover conceals items in back, but is easy to remove for larger cargo.

The rear glass can open independently of the liftgate for loading in small items. Four tie-down loops secure large cargo stashed in back. A storage bin under the cargo floor has compartments to keep smaller items from slipping around.

A step-pad on the rear bumper makes it easier to load items up top. The EX grade comes standard with roof rails for attaching cargo racks.

The Sportage tows up to 2000 pounds: below our ALV standards, but adequate for a small trailer.

Standard safety

All grades come with four channel antilock brakes, traction control, and electronic stability control. The Sportage has front, side and side curtain airbags that protect both rows of passengers.

All Kias come with a ten year powertrain warranty that includes five years or 60,000 miles of roadside assistance.

The 2008 Sportage is on display at Kia dealerships nationwide.

Likes: An affordable compact sport-utility vehicle with moderate off-road capability and a high level of standard safety and convenience features. The Sportage easily meets our bicycle-friendly standards. Roof rails are standard on the EX grade.

Dislikes: A five-speed automatic transmission would have improved fuel economy, which is not particularly good on the four-wheel drive model.

Quick facts:

Make: Kia
Model: Sportage EX 4X4
Year: 2008
Base price: $22,895
As tested: $24,820
Horsepower: 173 Hp @ 6000 rpm
Torque: 178 lbs.-ft. @ 4000 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Off-road: Yes
Towing: No
Fuel economy: 17/21 mpg city/highway
Comments: Base price does not include a $625 destination charge.

2008 Volkswagen Rabbit S

Classic hatchback appeals to budget-conscious buyers.

By Nina Russin

Volkswagen Rabbit

The Rabbit and I have history together. My first new car was a ’77 Rabbit: a college graduation present from my parents. The car cost $5000: more than my parents had ever paid for a new car. But I convinced them that I wouldn’t be caught behind the wheel of an AMC Pacer while blood coursed through my veins, and the Rabbit became mine.

The mid-1970s coincided with America’s first gas shortage. The Rabbit got good fuel economy for its time. Since the chassis was front-wheel drive, the Rabbit’s winter traction was better than many of the cars it shared the roads with.

The rear hatch was spacious enough to hold the contents of my dorm room, as long as I didn’t mind losing visibility out the rear window. Not only did my Rabbit make many treks between my hometown of Cincinnati and college in Vermont: it also ferried me and my possessions to Ketchum, Idaho, when I moved there after college.

Fast forward to a new generation of drivers

Three decades later, Volkswagen is reintroducing the Rabbit: appealing to much the same audience as the first car. Though it costs three times as much as the original model, the new Rabbit is a bargain by current standards. A base, two-door model with a manual transmission starts at $15,490.

Three decades of technology has raised the bar on the Rabbit’s performance. Gone is the carburetor that was the Achilles heel of the original car.

An inline five-cylinder fuel-injected engine on the ’08 model produces 170 horsepower and 177 foot-pounds of torque. Buyers can choose between a five-speed manual transmission or optional six-speed automatic. The test car, with the six-speed automatic, averages twenty-four miles-per-gallon in combined city and highway driving.

German car performance

The Rabbit’s ride and handling make it feel like a more expensive car than it is. The base model with a manual transmission goes from zero-to-sixty in 7.8 seconds; 8 seconds for cars with automatic transmissions. Acceleration in the twenty-to-fifty mile-per-hour range is excellent, making it easy to merge into high-speed traffic.

Both two and four-door models come with a fully independent suspension, and four-wheel disc brakes with four-channel antilock braking. Front and rear stabilizer bars keep the chassis flat in the corners.

The test car has sixteen-inch wheels: an optional upgrade from standard fifteen-inch rims ($450). They give the car a wider footprint, which is noticeable at speed.

Tire noise, even at speed, is not excessive. Nor is there any obvious wind noise around the front glass or sideview mirrors.

Despite its thick C pillars, visibility is pretty good all the way around the car. The side mirrors do an adequate job of compensating for blind spots to the rear.

The six-speed automatic transmission adds $1075 to the base price, but may be a worthwhile investment for commuters who don’t want the hassle of a clutch.

The automatic transmission has a manual gear select option: a boon for driving enthusiasts. A switch on the floor console turns off the optional electronic stability program for driving in the snow or on dirt roads.

All models come with front, side and side curtain airbags, traction control, and a tire pressure monitoring system.

Well equipped interior

The Rabbit’s interior is simple but stylish with most of the comfort and convenience features today’s buyers want. The eight-way manually adjustable driver’s seat and four-way passenger seat both have adjustable lumbar support. Standard cloth upholstery is attractive and much cooler than leather in the middle of an Arizona summer.

The rear seats have a surprising amount of head and legroom for such a small car. Rear passengers get a separate set of vents and overhead reading lamps. Small cupholders that pop out of the back of the center console are too flimsy to be practical.

All models come with remote keyless entry, power heated outside mirrors, cruise control, and a 60/40 split folding rear seat.

Two large cupholders next to the shift lever are big enough for small cans or water bottles. The doors have map pockets with molded bottle holders.

A small shelf at the base of the center stack holds small electronic devices: a 12-volt outlet adjacent to the shelf recharges cell phones on the go.

An overhead console holds sunglasses or a garage door opener. The glovebox is large enough to hold maps and books. A separate shelf keeps the owner’s manual and car documents in one place.

Rotary knobs for the automatic climate control are on the center stack: they are easy to reach from either front seating position. The air conditioner cools the interior down quickly, even when temperatures outside are over a hundred degrees.

The standard audio system includes an AM/FM radio with MP3 plug-in and single-slot CD player. The test car has an optional iPod adapter ($299) in the center armrest. Sirius satellite radio is optional on four-door models.

Spacious cargo area

A standard tonneau cover keeps items stashed in back hidden. It’s easy to remove to make room for larger cargo.

The rear seats fold down by lifting release levers on the seatbacks. The seats don’t fold completely flat, but at least the floor is uninterrupted. A couple of tie-down loops secure larger items. There is a second twelve-volt power point to the right of the liftgate.

Since the Rabbit’s overall length is just 165 inches, the cargo floor is a little short for loading in bicycles. It will hold a frame, but at least one wheel has to come off. Cyclists considering the car should count on adding an external rack.

All cars come with a five year/60,000 mile powertrain warranty and 50,000 mile bumper-to-bumper warranty that includes four years of roadside assistance. Volkswagen produces the Rabbit at its Wolfsburg, Germany assembly plant.

Likes: A versatile, affordable hatchback that’s fun to drive and has excellent fuel economy.

Dislikes: Rear seatbacks don’t fold completely flat. The cargo floor is too short for loading in bicycles, and the carpeted surface is harder to clean than vinyl.

Quick facts:

Make: Volkswagen
Model: Rabbit S
Year: 2008
Base price: $15,600
As tested: $18,524
Horsepower: 170 Hp @ 5700 rpm
Torque: 177 lbs.-ft. @ 4250 rpm
Zero-to-sixty: 8 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: No
Towing: No
Off-road: No
Fuel economy: 21/29 mpg city/highway
Comments: Base price does not include a $650 delivery charge.

2008 smart fortwo cabriolet

Germany’s pint-sized commuter car makes its debut in America

By Nina Russin

2008 smart fortwo passion cabriolet

Ten years ago, Mercedes-Benz introduced a two-passenger commuter car called smart. The smart fortwo looks like the front half of a sedan, and that’s basically what it is. With a 73.5-inch wheelbase and 54-inch track, a smart fortwo can fit in half a parallel parking space, if the driver parks nose in.

The smart car made its debut in the United States last January, just in time for this country’s biggest fuel crisis since the 1970s. Drivers who wouldn’t have considered a small car two years ago are finding a lot to love in the smart: average highway fuel economy is 41 miles-per-gallon.

I recently had the chance to drive the smart fortwo cabriolet. Base price on the open-air smart is $16,590, not including a $645 delivery charge. Power steering, a tachometer/clock gauge set  and other options bring the sticker on the test car to $18,585.

I can put my arms around it

In twenty years of writing about automobiles, the smart fortwo is the first car I could put my arms around: literally. There’s something comforting in that, and also something unnerving

With my arms wrapped around the smart, I looked at the cars parked in neighboring driveways: Nissan Titan, Toyota Tacoma, Chevy Silverado. Phoenix is truck country. For a week, I’d be sharing the roads with cars three times as big as the one I was driving.

The one-liter engine was another big question mark. Here in Phoenix, the speed limit on most highways is 65 miles-per-hour, but drivers rarely travel under 70. Seventy is pretty close to the smart fortwo’s top speed: ninety miles-per-hour. I would have to get the smart up to cruising speeds on the entrance ramp, and have something in reserve if I needed to make an evasive maneuver in traffic.

Day one: testing the waters

To begin, I decided to run a few errands around the neighborhood. Entering the car, I was surprised by the amount of space in the passenger cabin.

The PR guys claim that a six foot tall adult can sit inside. To test their claim, I asked my six-foot tall husband to sit in the passenger seat. He fit just fine, with a couple inches of headroom to spare.

Then I took the smart to the running shop. One of the managers, who is about six-foot-three, got in the driver’s side. By pushing the seat back, he was also able to fit comfortably inside.

The driver’s seat is mounted forward of the passenger seat, to give both seating positions the most hip and shoulder room. Standard cloth seats are attractive and comfortable. There are two cupholders in front of the shift lever on the floor console, both big enough to hold my Phoenix-size water bottles.

A display screen in the center stack shows audio settings. Two levers near the top of the center stack control temperature and fan settings. An optional gauge set on top of the center stack includes a clock and tachometer. I would highly recommend buying the gauges, since anyone driving on the highway will be pushing the engine close to red line.

Stalks on the steering wheel operate the lights and windshield wipers,, while paddles in back offer one method of shifting the transmission manually. A large dished shelf beneath the steering wheel holds paperwork or small electronic devices. A 12-volt powerpoint at the base of the center stack recharges those devices on the go.

The ignition lock is in the floor console: an idea borrowed from Saab. The idea is to keep the key away from the driver’s knee, where it could cause injury in the event of a collision. Relocating the ignition lock also enabled engineers to install kneepads as part of the car’s safety system.

A toggle switch on the floor console opens the cabriolet top, while a button in back of the car opens the rear glass window.

Keeping the revs up

The smart car has an automated manual transmission: basically, a manual gearbox with no clutch. A dedicated on-board computer applies shift logic, and can shift the car automatically. The problem is that shifting is rough, and the computer applies shift points for maximum fuel economy rather than power.

The best way to drive the car is to shift it manually, using the shift lever or paddles on the steering wheel. It takes some getting used to, but it’s the only way to keep up with traffic, on or off the highway.

Although the gearbox has five speeds, I rarely took the car out of fourth. The overdrive gear is fine outside of town, but in the city, it robs the car of power necessary to make evasive maneuvers.

Day two: hitting the highway

I’ll admit that I was pretty apprehensive about taking an 1800-pound car with a one-liter engine on the interstate. I’ll also admit that I was pleasantly surprised by the smart car’s performance. 

I took the car up to seventy-five miles-per-hour on the highway, which put me at the speed of traffic. In fourth gear, that’s about 4500 rpm; 1500 rpm below redline. It’s the point at which the engine reaches peak torque, and I felt comfortable with the car’s ability to maneuver around drivers in high-profile vehicles who might not see me.

I was pleasantly surprised by how stable the smart car feels at speed. A careful look at the back off the car explains why. Engineers pushed the wheels as far to the corners as possible.

Not only does widening the track enhance the car’s cornering ability: it also allows engineers to use the biggest wheels possible. Small as it is, the smart fortwo rides on fifteen-inch rims: the same size wheels as many compact cars.

Visibility around the car is pretty good, although the cabriolet’s rear glass is rather small. To my surprise, road noise was not excessive.

Since I was pushing fourth gear to maintain power, my fuel economy was not as good as the EPA figures. Average for highway and city driving was about 33 miles-per-gallon.

Not bicycle-friendly

Though the smart has enough room inside for groceries or small duffle bags, there is no way to fit a bicycle in. US distributors will carry a dealer-installed bike rack, that will retail for about $600.

Standard safety

Knowing that their car would share the road with much bigger vehicles, engineers spent a lot of time designing active and passive safety systems to protect smart occupants.

Much of the metal in the vehicle is high-strength steel: a material which is as light, but much more robust than regular steel. Bumpers in the US models have larger crashboxes than the European cars, to absorb impacts at higher speeds.

A safety cage that surrounds the passengers is designed to trigger crumple zones on the cars it comes into contact with, so the larger vehicle will absorb more of the crash energy. The engine, battery and fuel tank are located in impact-resistant locations, and are protected by high-strength steel components.

All models come standard with front, side and knee airbags, antilock brakes, electronic stability program and traction control. Hill start assist keeps the car from rolling backwards when accelerating from a stop on a steep hill.

A smart choice for active lifestyles?

The smart fortwo makes a good second car for families who commute through traffic on a daily basis. It’s environmentally friendly, has excellent fuel economy, and can fit in parking spots that normal cars cannot.

As a driver’s only car, the smart is not the best choice. Extended road trips would be difficult, due to the limited engine power and lack of cargo space. If two people go on a weekend holiday, the luggage has to go on the roof. Buyers who want an inexpensive compact car are better served with a small hatchback.

Likes: A unique car with extremely compact dimensions, excellent gas mileage, and a high level of standard safety. The smart is an excellent choice for drivers who spend most of their time in urban traffic.

Dislikes: Engine lacks the power for extended road trips. Cargo space is extremely limited, especially with two people in the car.

Quick facts:

Make: smart: a division of Mercedes-Benz
Model: smart fortwo passion cabriolet
Year: 2008
Base price: $16,500
As tested: $18,585
Horsepower: 70  Hp @ 5800 rpm
Torque: 68 lbs.-ft. @ 4500 rpm
Zero-to-sixty: 12.8 seconds
Antilock brakes: Standard
Side curtain airbags: N/A
First aid kit: N/A
Bicycle friendly: No
Off-road: No
Towing: No
Fuel economy: 33/41 mpg
Comments: The manufacturer recommends the use of premium unleaded fuel.

2008 Chevrolet Tahoe Hybrid

Full-sized sport-utility vehicle gets a green connection
By Nina Russin

2008 Chevrolet Tahoe Hybrid

Can a full-sized sport-utility vehicle achieve the same fuel economy as a mid-sized passenger car? The new Chevrolet Tahoe Hybrid can: average fuel economy for the two-wheel drive model is 21 miles-per-gallon.

A gasoline/electric powertrain developed jointly by General Motors, Chrysler and BMW has more horsepower than the 4.8-liter and 5.3-liter V-8 engines available in other Tahoe models.

Since electric motors develop peak torque at extremely low engine speeds, the hybrid has exceptional low-end power. The Tahoe Hybrid tows up to 6000 pounds.

The V-8 gasoline engine runs on 87 octane fuel. A nickel-metal-hydride battery pack supplies power to the electric motors.

The battery pack recharges on the go using regenerative braking. Batteries are located under the second-row seat: the pack doesn’t interfere with tumble-and-fold seat configurations.

Two mode system

Engineers use two strategies to maximize fuel economy. Electric motors run the truck’s accessories when the gas engine shuts off at idle, and boost engine power when the vehicle is moving. A cylinder shut-off system cuts power to half the engine cylinders when power demands are low, so the six-liter V8 has the fuel economy of a four-cylinder.

The transmission operates in continuously variable mode to maximize fuel economy during normal driving. It also has four fixed gear ratios, to enhance engine power when the truck is accelerating hard or towing a trailer.

The nicest thing about all of this technology is how invisible it is to the driver. The only noticeable difference between the hybrid Tahoe and it’s gas powered cousin is that the hybrid engine shuts off at stoplights.

Cost benefit

Despite a five mile-per-gallon difference in fuel economy, there is little cost benefit in buying the hybrid versus other Tahoe models. Base sticker price for the Tahoe hybrid is $49,590, as compared to $35,530 for the base Tahoe with the 4.8-liter V8, or $39,935 for the more powerful 5.3-liter engine.

Assuming the average driver travels 15,000 miles annually and pays four dollars per-gallon for regular unleaded gasoline, the hybrid owner will pay $2857 for a year’s worth of gas, versus $3529 to fuel the V8 models listed above. It will take almost fifteen years for the hybrid owner to make up the price difference between his car, and the Tahoe with the 5.3-liter V8.

Though buyers pay a premium for the hybrid technology, the biggest reason for the price difference is content. The Tahoe Hybrid comes with standard equipment that is optional on most other grades, including the third-row seats, navigation system, three-zone climate control, a Bose premium sound system, rear backup camera, and XM satellite radio.

It’s the same pricing strategy that Toyota and Lexus use for their hybrid sport-utility vehicles, the Lexus RX 400h and Highlander Hybrid. Simply put, the hybrids are only available as fully-loaded vehicles.

How the technology works

A digital display in the gauge cluster tells the driver which mode the gasoline engine is operating in. At start-up, the engine operates in “open loop”: it has to reach operating temperature before computer controls take over. During this period, the engine runs on eight cylinders.

The point at which computer controls take over is called “closed loop: the computer uses readings from the exhaust stream and other electronic sensors determine engine load. When power demands are low, the Tahoe runs on four cylinders. The electric motors augment the gas engine’s power, so it can stay in four-cylinder mode in some high-speed driving situations.

During hard acceleration, when towing or driving uphill, the engine runs on all eight cylinders. Electronic controls have the ability to detect minute changes in driving conditions,, to minimize the amount of time the engine runs on full power. As a result, the hybrid averages two miles-per-gallon more than gas-powered Tahoes on the highway.

The mileage difference is much greater in the city: about seven miles per gallon. The engine rarely shifts out of four-cylinder mode during low-speed driving. It shuts off at idle, and electric motors supply power for the truck’s accessories.

The Tahoe Hybrid has an electronic air conditioning compressor. It doesn’t run off the gas engine like conventional air conditioning systems, so it can keep the car cool when it’s stopped at a light.

Interior designed for active lifestyles

The Tahoe’s interior is designed for people who spend a lot of time in their cars, and carry a lot with them. Three rows of seating hold up to eight passengers. Second and third-row seats tumble forward to produce a long cargo floor. Tumbling the third-row seats forward creates enough space in back for a road bike with the front wheel removed.

Front-row passengers get two-stage heated seats with power adjustments. A three-zone climate control system has separate controls for the driver, front passenger, and second-row passengers. Three ceiling vents circulate air through the back of the car. An optional power sunroof  ($995) adds more ambient light.

The Bose premium audio system includes an AM/FM radio, MP3 plug-in, CD player, and a three-month subscription to XM satellite radio. An optional rear-seat DVD system ($1295) keeps kids in the back entertained on long road trips.

There are plenty of cupholders to accommodate eight passengers: the front doors also have bottle holders molded into the map pockets. There are five, 12-volt power points: on the center stack, in the center console bin, behind the center console, and to the right of the liftgate. A 115-volt inverter on the center stack lets the front passenger plug in a computer.

A screen in the center stack displays audio settings, maps for the navigation system, and a wide-angle camera view to the rear when the car is in reverse. The rearview camera assist system makes it easy to back the Tahoe into a parking space.

Standard safety

The Tahoe hybrid comes standard with four-channel antilock brakes, stability and traction control, front and side curtain airbags. Standard OnStar automatically notifies police and medical personnel if the airbags deploy.

The Tahoe Hybrid is built at Chevrolet’s Arlington, Texas assembly plant.

Likes: Exceptional fuel economy for a full-sized sport-utility vehicle with no sacrifice in performance.

Dislike: The hybrid is only available as a fully loaded vehicle. It’s $49,590 MSRP puts it out of the reach of many buyers.

Quick facts:

Make: Chevrolet
Model: Tahoe 2WD Hybrid
Year: 2008
Base price: $49,590
As tested: $52,780
Horsepower: 332 Hp @ 5100 rpm
Torque: 367 lbs.-ft. @ 4100 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Towing: Yes
Off-road: No
Fuel economy: 21/22 mpg city/highway
Comments: MSRP doesn’t include a $900 delivery charge.

2008 Volvo C30

New compact hatchback may be the best Volvo ever.
By Nina Russin

Volvo C30

With the C30, Volvo has hit one out of the park. The automaker’s first compact hatchback combines the performance of a tuner car with European styling and world-class safety. It’s affordable to buy and with 23 mile-per-gallon fuel economy, affordable to drive as well.

The C30 has a large rear glass, creating a wide load-in space with a low lift-over height. A small person like myself can easily toss a bicycle in back. A lever on the outside of each rear seatback folds it flat to create a long, flat cargo floor.

Volvo’s first custom build program allows buyers to choose from a 440 paint and trim combinations. The $300 program fee adds an iPod input in the center console, and access to factory options not included in the standard build program.

A box that thinks out of the box

Hatchbacks are the wallflowers of the automotive world. Despite their popularity in the tuner culture, three-door cars still carry the stigma of ‘econobox.’

The C30 is a box that doesn’t look like a box. It has wide shoulders, big wheels, a swoopy front grille with wrap-around headlamps, and a bullet-shaped profile.

Inside, it feels like a sports car: four bucket seats, lots of glass area, high-tech instrument panel, and aluminum pedals. But unlike a sports car, the C30 holds the stuff we active types need to carry.

If the Sunday trail run turns ugly, there’s a standard first aid kit in the cargo area. Under the cargo floor, extra storage bins around the spare tire keep valuables and spare tools concealed.

Zero-to-sixty in six seconds

Horsepower makes a car look good on paper: torque makes it fun to drive. The inline five-cylinder engine in the C30 reaches peak torque, 236 foot-pounds, at 1800 rpm.

Both grades come standard with a six speed manual transmission, or an optional automatic. Zero-to-sixty acceleration with the manual is 6.2 seconds.

Though manual transmissions have their drawbacks traffic, the gearbox in the C30 is easy to live with. The clutch pedal is as light as any passenger car I’ve driven. Shifting is crisp and precise, with no noticeable gear lash. All of the gears have extremely wide range, to minimize shifting on crowded freeways.

The C30 is slightly wider and shorter than the S40 sedan that it shares components with. It’s 300 pounds lighter, enhancing overall performance and gas mileage.

The front-wheel drive chassis feels well balanced. I noticed little tendency to push in the corners. A fully independent suspension tuned for sport is standard on both grades, as is variable assist, rack-annd-pinion steering.

The upscale grade tested comes with eighteen-inch wheels and summer tires. Seventeen-inch rims are standard on the base model. Though temperatures in the southwest never get cold enough to require winter tires, buyers in northern states will want to buy a second set of rims and snow tires. The summer tires get too hard to produce adequate traction when temperatures dip below freezing.

Four-wheel disc brakes with four-channel antilock braking are standard on all models. Discs stop the car better on wet surfaces, and are much easier to service. Though I didn’t have a chance to drive the car in the rain, I found braking to be firm and linear

Visibility is good all the way around the car, with no obvious blind spots. Volvo’s rear park assist and blind spot information systems are available as options through the custom build program.

Scandinavian interior

Volvo excels at creating stylish, ergonomic interiors. The standard cloth seats in the C30 are attractive enough to be living room furniture. Although the manual seats have lack a lower lumbar adjustment, I found the lower back support more than adequate.

Cruise control settings and redundant audio controls on the steering wheel minimize driver distraction. Audio and temperature settings on the center stack are accessible from either front seating position.

The floating center stack, a design borrowed from the S40, creates a concealed story space for a purse or small pack. The glovebox is exceptionally deep: capable of holding magazines or small electronic devices. A covered bin below the center armrest contains a MP3 plug-in.

A Dolby surround-sound system is standard on the upscale grade, including a free six-month subscription to Sirius satellite radio.

Two cupholders in the floor console are big enough for water bottles. There are two, twelve-volt power points: in the floor console, and behind the center console. Both doors contain map pockets with molded bottle holders.

The three-door configuration makes second-row seats harder to access: front seats slide forward to widen the through-space. The car’s short wheelbase translates to limited legroom
for second-row passengers. I had to push the front seats forward to find a comfortable position. Head, hip and shoulder room should be adequate for most adults.

Spacious cargo area

Considering the car’s size, the cargo space is remarkably spacious. There’s enough room behind the second-row seats for groceries and other small items. It’s not necessary to remove the headrests when folding the seats flat: the C30 is bicycle-friendly. Four tie down loops secure large cargo.

Standard safety

The C30 incorporates safety features from Volvo’s XC90 sport-utility vehicle, and the S40 sedan. The transverse engine is six inches from the front bulkhead, to protect passengers in a frontal collision. Crash boxes at the front bumper protect the body from damage during a low-speed impact.

The front of the car is designed to minimize pedestrian and cyclist injuries, in the event of a collision. An energy-absorbing structure ahead of the front bumper minimizes leg injuries. The hood and front fenders are designed to deform, to minimize head injuries for accident victims outside the car.

The peripheral edges of the car absorb most of the crash energy, protecting passengers on the inside. Engineers used three grades of high-strength steel to direct crash forces around and below and cockpit.

In a rear-end collision, seatbacks and headrests move with the body, to minimize the possibility of whiplash. Seatbacks are reinforced to withstand high loads from unsecured items in the cargo area.

Volvo’s intelligent driver system minimizes distraction when traffic requires his full attention. Sensors monitor steering wheel movements and acceleration, automatically delaying warning lamps and other peripheral information.

Other standard safety features include front, side and side curtain airbags, automatic tailgate wiper, dynamic stability control and traction control.

The optional blind spot information system uses lights in the front pillars to warn drivers about vehicles in the C30′s blind spots. Rear park assist and bi-xenon headlamps are available through the custom build program.

The new C30 is built at Volvo’s Ghent, Belgium assembly plant.

Likes: A versatile compact hatchback that’s fun to drive, and incorporates Volvo’s world class safety technology.

Dislikes: Standard summer tires don’t provide adequate traction in winter weather.

Quick facts:

Make: Volvo
Model: C30 Version 2.0M
Year: 2008
Base price: $25,700
As tested: $27,950
Horsepower: 227 Hp @ 5000 rpm
Torque: 236 lbs.-ft. @ 1500 rpm
Zero-to-sixty: 6.2 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: Standard
Bicycle friendly: Yes
Off-road: No
Towing: No
Fuel economy: 19/28 mpg city/highway
Comments: Base price does not include a $745 destination charge.