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.

2009 Volkswagen Tiguan 2.0T SE 4Motion

New compact utility vehicle with sports car appeal
By Nina Russin

2009 Volkswagen Tiguan

As the rising cost of gas forces drivers out of their full-sized trucks, automakers are trying to make the idea of downsizing more palatable. Rather than bringing a bland utility vehicle to market, Volkswagen is infusing the 2009 Tiguan with the sporty performance of its popular GTI.

The Tiguan isn’t an inexpensive car: base price on the all-wheel drive test car is $28,875, not including the $690 delivery charge. And while its average fuel economy of twenty miles per gallon is better than the full-sized Touareg, the Tiguan isn’t exactly a gas miser. But it has the power and performance many direct competitors lack, along with a versatile cargo area, roof rails, moderate off-road capability, and a really cool panoramic sunroof.

The test car is the SE grade: one of two available trim levels with Volkswagen’s 4Motion all-wheel drive system. Power comes from a turbocharged two-liter engine rated at 200 horsepower, and six-speed automatic transmission. The Tiguan accelerates from zero-to-sixty in just under eight seconds, and has a top speed of 129 miles-per-hour.

Turbocharging gives the Tiguan exceptional low-end torque. Driving the car on city streets and highways, it feels very much like a Volkswagen sport sedan.  A high level of torsional rigidity results in excellent steering feedback at all speeds. Engineers used lightweight construction materials whenever possible to minimize curb weight and enhance gas mileage.

Standard seventeen-inch wheels on the SE grade provide a stable footprint, while a fully independent suspension gives the Tiguan responsive ride and handling. Four-wheel disc brakes, standard on all trim levels, stop better on wet pavement and are easier to service than drums.

Its short wheelbase makes the Tiguan easy to maneuver through crowded streets, or on narrow off-road trails. Seven inches of ground clearance is enough to clear tree roots or rocks on unimproved roads; however, the engine compartment is not designed for fording water. Towing capacity is 2200 pounds: not enough to meet our minimum ALV standards.

The test car comes with three options: a navigation system with rearview backup assist camera and a multimedia socket ($1950), rear side airbags ($350), and the power panoramic sunroof ($1300).

Smartly designed interior

I found a lot to love in the Tiguan’s interior: as the architect Mies van de Rohe once said, “God is in the details.” The upgraded cloth upholstery is attractive and practical: it stays relatively cool in the Phoenix summer heat. The SE grade comes with an eight-way partial power driver’s seat and eight-way manually adjustable passenger seat. Lower back support is excellent for both front seating positions.

Navigation information appears in two spots: on a screen in the center stack, and on an information display in the gauge cluster. If the driver wants to see audio and navigation information at the same time, he can program the screen to display the playlist, while route directions appear on the information display.

Redundant audio and cruise control buttons on the steering wheel minimize driver distraction. The steering wheel is height adjustable to accommodate drivers of different sizes.

A bin in the center console includes the compact disc slots, a 12-volt power point and the MP3 plug in. There are two other 12-volt outlets: in the center stack, and in back of the center console bin. Two cupholders in the floor console are large enough for water bottles. The electronic parking brake control is next to the gear shift lever. The six-speed automatic transmission includes a manual shift option.

Both rows of passengers have plenty of small bins and cubbies for stashing paperwork and portable electronic devices. All four doors have map pockets; the front doors also have bottle holders.

Second-row seats recline, and can move fore and aft up to six inches to give passengers additional legroom. The middle seat folds down to provide an extra set of cupholders. Given the size of the car and the transmission tunnel, two passengers will be more comfortable in back than three.

Reading lamps in the overhead console and to either side of the panoramic sunroof illuminate both rows. The second-row seats fold flat to extend the cargo floor. The front passenger seat can also fold flat for transporting longer items.

With the second-row seats in place, the cargo area can hold some small boxes and luggage, but stashing bikes and other large cargo requires folding the seats flat. A standard tonneau cover protects items stashed in back from prying eyes.

Standard safety

All models come with front, side and side curtain airbags: rear side airbags are optional. Standard four-channel antilock brakes and electronic stability program help the driver to maintain directional control on wet or icy surfaces.

The Tiguan is available as either a front or all-wheel drive car. Base price on the front-wheel drive model is $23,200. All-wheel drive models begin at $28,875. The standard warranty includes all scheduled maintenance for three years of 36,000 miles.

The new Tiguan is rolling into Volkswagen dealerships nationwide.

Likes: Exceptional power and performance: the Tiguan is a compact sport-utility vehicle that feels like a sport sedan. All-wheel drive gives the Tiguan all-weather and all-terrain capability, while the optional panoramic sunroof provides both rows of passengers with plenty of ambient light.

Dislikes: Poor fuel economy. The cargo area with the second-row seats in place is too small for bicycles, camping gear and other large items.

Quick facts:

Make: Volkswagen
Model: Tiguan SE 4Motion
Year: 2009
Base price: $28,875
As tested: $33,165
Horsepower: 200 Hp @ 5100 rpm
Torque: 207 lbs.-ft @ 1700 rpm
Zero-to-sixty: 7.9 seconds
Bicycle friendly: Yes
Off-road: Yes
Towing: No
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Fuel economy: 18/24 mpg city/highway
Comments: Base price does not include a $690 delivery charge. All scheduled maintenance is free for the duration of the three year/36,000 mile warranty period.

2008 Suzuki Grand Vitara

Affordable off-road fun
By Nina Russin

2008 Suzuki Grand Vitara

Compact sport-utility vehicles are easy to find. Compact SUVs with full-time four-wheel drive are not. Finding one priced under $20,000 is even tougher, since the four-wheel drive mechanism adds several thousand dollars to the starting price.

Unlike its all-wheel drive competitors, the Suzuki Grand Vitara has a four-mode four-wheel drive system with a two-speed transfer case, so the driver can use extremely low gears to navigate uneven trails. It also has a neutral mode for flat towing behind a recreational vehicle.

Priced at $19,349, the Grand Vitara is a well-equipped five passenger vehicle with standard antilock brakes, side curtain airbags, electronic stability program and a full-sized spare. The 2.7-liter V6 engine paired up with a five-speed manual transmission has plenty of power to perform well in urban traffic or on the open road.

The Grand Vitara is light as sport-utility vehicles go, making for a favorable power-to-weight ratio and good fuel economy. The low-compression engine runs just fine on 87 octane gas, and the seventeen gallon tank gives the Grand Vitara plenty of range between fill-ups.

Towing capacity is 3000 pounds: not enough to meet our ALV minimum standards, but capable of pulling a small trailer. Roof rails are standard equipment on all trim levels.

2008 upgrades

The current models debuted in 2006 for the 2007 model year. This year, Suzuki adds a remote fuel door release, a new climate control head unit and better sound deadening materials to reduce noise intrusion to the interior. In addition to the base model I drove, there are two upscale grades: the XSport and Luxury starting at $22,349 and $23,749 respectively.

Robust body structure is also pedestrian friendly

The Grand Vitara is a anybody vehicle with integrated ladder frame, giving it enough torsional rigidity to handle the jostling it will take off road. The four-wheel drive model has just under eight inches of ground clearance. Short front and rear overhangs give the Grand Vitara ample approach and departure angles: the truck can climb and descend steep grades without hitting the bumpers.

The four-mode four-wheel drive system includes an all-wheel drive setting that powers the rear axle for better fuel economy on paved roads. It transfers power to the front wheels as necessary to maintain traction in wet weather.

There are two off-road settings that utilize high and low-range gears, depending on the difficulty of the trail. Both engage the locking center differential to optimize traction at all four wheels.

The neutral setting keeps mileage off the odometer if the owner flat tows the car behind a recreational vehicle. The full-sized spare is mounted on the tailgate where it’s easy to get to, and protected by a hard tire case.

If there’s an accident involving a pedestrian, the Grand Vitara’s hood will absorb some of the impact to protect against head injuries. The front end and bumper are also designed to reduce the risk of leg injuries.

Versatile interior

The base model has most of the creature comforts buyers with active lifestyles look for. The test car is the Grand Vitara with no options. It comes with automatic climate control with filtration, an AM/FM/CD audio system that is pre-wired for XM, redundant steering wheel controls for cruise and audio functions, heated side mirrors, and plenty of cubbies around the passengers for storage. iPod owners can add an optional interface that displays playlists and songs on the instrument panel.

I found the manual seat adjustments to be adequate for maintaining a safe distance from the steering wheel, and adjusting the height so I could see well all the way around the car. A tilt steering wheel is standard.

There is enough hip and leg room for second row passengers to ride comfortably, though two will be more comfortable than three. Larger passengers may have a hard time getting into the back row, since the wheel arches intrude into the door openings.

Cupholders in the floor console and in back of the center console will hold large water bottles. All four doors have map pockets: the front doors also have molded bottle holders.
Both rows of passengers have overhead reading lamps.

There are two, twelve-volt power points up front, located to the right and left of the shift lever. The control knob for the four-mode four-wheel drive is at the base of the center stack. There is a button to disengage the electronic stability program during off-road driving, so the driver can spin the tires to break free of the occasional rut.

A bin in the center console will hold a stack of compact discs, a PDA or other small electronic devices. An overhead bin between the front reading lamps is holds a garage door opener or sunglasses. The glove box is big enough to hold a few items beyond the owner’s manual and registration papers.

Generous cargo area

I was able to fit a couple of large cartons in the cargo area with the second-row seats in place. There is also a small storage area behind the cargo floor. The tailgate is hinged to the side since the rear tire is mounted in back. As a smaller person, I liked the fact that I didn’t have to reach up to open or close the tailgate. The rear hatch is wide enough to make loading and unloading the back area easy.

The second-row seats fold forward to create a flat load floor. There are two release latches on either side of the second row seats. A lever on the top of the seatback folds it flat. A second fabric loop releases the seat bottom so it can fold forward. With the second-row seats folded out of the way, the Grand Vitara can easily hold a bicycle with the front wheel removed.

A viable car for urban commuters

Its small footprint makes the Grand Vitara a viable car for drivers who have to commute through urban traffic. The power rack-and-pinion steering makes the car easy to maneuver, and four-wheel independent suspension gives it a compliant ride. Despite the large D pillar, I found visibility around the car to be pretty good. A standard rear wiper keeps the glass clean in rainy or snowy weather.

The five-speed manual gearbox has a long-throw shifter which is typical of trucks. If I were to use the car on a daily basis, I would probably upgrade to the five-speed automatic transmission. The clutch isn’t particularly stiff, but it’s still a nuisance in thick traffic.

The standard front disc and rear drum brakes work fine in the dry weather of the southwest, but I’d prefer all-wheel discs were I living in an area with a lot of rain or snow. Drums tend to fill up with water in the rain. They don’t stop as evenly as discs, and when rust ridges build up inside the drums, they can be difficult to remove come time to replace the brake shoes.

Standard safety

Standard safety features on the Grand Vitara include front, side and side curtain airbags with rollover sensing, antilock brakes, traction control, and electronic stability program. All five seating positions are fitted with three-point seatbelts and headrests. As of 2008, all models come with a standard tire pressure monitoring system.

The Suzuki warranty is one of the best in the industry: it covers the car for seven years or up to 100,000 miles and is fully transferable. The Suzuki Grand Vitara is currently available for test drives at dealerships nationwide.

Likes: A versatile compact sport-utility vehicle with four-mode four-wheel drive, favorable fuel economy and a price within reach of many buyers. It’s small footprint makes the Grand Vitara a viable urban commuter, while the two-speed transfer case gives it true off-road capability.

Dislikes: Automatic transmission is an option on the base model. The rear wheel arches intrude into the rear door openings, making it harder for second-row passengers to enter and exit the car.

Quick facts:

Make: Suzuki
Model: Grand Vitara 4WD
Year: 2008
Base price: $19,349
As tested: $21,019
Horsepower: 185 Hp @ 6000 rpm
Torque: 184 lbs.-ft. @ 4500 rpm
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: Not available
Bicycle friendly: Yes
Off-road: Yes
Towing: No
Comments: Base price does not include a $650 delivery charge.

2008 Jeep Grand Cherokee Limited 4 x 4

Full-sized sport-utility vehicle for active, off-road lifestyles
By Nina Russin

2008 Jeep Grand Cherokee Limited

The Jeep Grand Cherokee is a full-sized sport-utility vehicle that a small person can feel comfortable in. Step-in height is exceptionally low: the Grand Cherokee is as easy to enter as a passenger car. Power adjustable pedals with memory are standard on the Limited model. A tilt and telescoping steering column lets smaller drivers maintain a safe distance from the front airbag. This isn’t to say that the Grand Cherokee  isn’t roomy enough for larger men: simply that a small woman doesn’t feel as if she’s driving a big man’s car.

A Mercedes-Benz common-rail diesel engine and five-speed automatic transmission give the Grand Cherokee exceptional fuel economy. The EPA rating is 17/22 miles-per-gallon city/highway, but during my week-long test drive, I averaged about 21. Because diesel engines develop torque at extremely low speeds, the Grand Cherokee is ideal for towing. With the 3-liter diesel engine, it can tow up to 7400 pounds: more than double our minimum ALV standards. And a range of 425 miles per tank of gas means that one can drive from Phoenix to Los Angeles, and still have enough fuel left for rush hour traffic.

The 2008 model is basically a carry-over from the previous year with refreshed interior and exterior styling, standard seventeen-inch wheels on the Limited model, and a couple new options: Sirius rear seat television, and high intensity discharge headlamps. Heated first and second-row seats are now standard on the Limited grade, as is the tilt and telescoping steering wheel with vehicle information controls, and integrated second-row headrests. The test car has the optional MyGig entertainment center that holds up to a hundred hours of music in the hard drive.

Diesel that doesn’t feel like diesel

The three-liter diesel engine has power and performance indistinguishable from a gasoline engine. Throttle response is instantaneous, even during hard acceleration. Using the low sulfur diesel fuel, the engine reduces carbon dioxide emissions by thirty percent compared to gas-powered cars.

The five-speed automatic transmission shifts seamlessly, with a minimum of hunting on hills. There is very little shift shock. The gate shifter allows the driver to keep the lever in drive for automatic gear selection, or shift manually.

I drove Grand Cherokee about four hundred miles, including a trip  between Phoenix and Tucson. While a lot of the driving was on major highways, the annual influx of tourists, a rodeo and major golf tournament in Tucson made for bumper-to-bumper traffic that lasted for miles.

The car’s ergonomic and quiet cabin keeps stress levels in traffic to a minimum. Visibility is excellent all the way around: the Grand Cherokee is one of the few new sport-utility vehicles without a thick, obstructive D pillar. Backing in and out of parking places is a snap using the optional rear backup camera and audible warning system. The optional MyGig system includes real-time traffic through Sirius satellite radio.

The standard suspension is an independent front axle and live rear end with stabilizer bars on both. The solid rear axle makes the Grand Cherokee better suited for towing. Live rear ends can tend to chatter at high speeds, but the set-up on the Grand Cherokee feels pretty compliant.

Rack-and-pinion steering gives the car above average cornering and steering feedback. In the past, engineers shied away from rack-and-pinion set-ups on off-road vehicles because they lacked durability, but the components on new cars are robust enough to handle rough trails.

Trail rated

The Grand Cherokee is one of Jeep’s trail rated vehicles, meaning it conforms to internal engineering standards for off-road traction, ground clearance, maneuverability, articulation and water fording. The test car comes with a two-speed transfer case that provides exceptionally low gearing for uneven terrain: the low four-wheel drive gears engage by pressing a lever on the center console. Hill descent control and hill start assist help the driver to maintain directional control going up and down steep hills without relying on the brakes.

The Grand Cherokee has 9.2 inches of ground clearance: plenty to clear any obstructions on the trail. It also has a full-sized spare, and all-terrain tires. An engine block heater that comes with the convenience option package heats up the glow plugs for the diesel engine when temperatures drop below freezing.

Versatile interior

The Grand Cherokee’s interior has all of the necessities for active adults: storage pockets and bins of various sizes, lots of power outlets, available GPS navigation, and a generous, configurable cargo bay. There are three twelve-volt power points and a 115-volt inverter so both rows of passengers can use and recharge electronic devices.

Temperature and audio controls are easy to reach from either front seating position. Small cubbies in the floor console hold electronic devices: there are two, twelve-volt outlets at the base of the center stack. The floor console also has two large cupholders. A large bin under the center armrest has an integrated change holder. All four doors have map pockets.

The overhead console has a sunglass holder and two, good-sized reading lamps. An optional power moonroof on the test car lets fresh air into the car and extra light into the second-row seats.

While the second row holds three passengers, two will be more comfortable on a long trip. A fold-down second-row armrest has an integrated bin that holds maps, paper pads, or small electronic devices. The 115 volt inverter is located on the back of the center console.

The Boston Acoustics premium sound system, standard on the Limited grade, includes a MP3 plug-in and a one-year subscription to Sirius satellite radio.

Front seats are easy to adjust using electronic controls, and provide good lower lumbar support. Seat heaters for the front and outboard second-row seats have separate settings for the seatbacks and seat cushions. The steering wheel has controls for the center information display in the instrument panel, that includes tachometer readings, distance to empty, average fuel consumption, etc.

Spacious cargo area

The Grand Cherokee easily meets our bicycle friendly standards: the spacious cargo area is easy to load, with plenty of hooks and tie-downs for smaller items. A reversible cargo floor includes a small storage shelf: there is a shallow storage bin below the cargo floor as well. The liftgate glass can open separately for loading smaller items in back. Second-row seats fold flat to extend the load floor for larger items. Roof rails and cross bars are standard on the Limited grade. Towing capacity with the diesel engine is 7200 pounds.

Five star safety

The Grand Cherokee received the government’s highest safety rating for front and side impact collisions, and four out of five stars for rollovers. Standard safety features include antilock brakes, traction control, front, side and side curtain airbags, electronic stability program, and a tire pressure monitoring system.

Base price on the Limited grade is $38,555, not including  $695 destination charge. The 2008 Grand Cherokee is on display at Chrysler dealerships nation-wide.

Likes: The Grand Cherokee is one of the few full-sized sport-utility vehicles that smaller drivers can feel comfortable in, with a low step-in height, tilt and telescoping steering wheel and adjustable pedals. It’s off-road capability, versatile cargo area and abundance of power points make it a perfect choice for people with active lifestyles.

Dislikes: Second-row passengers do not have separate climate controls.

Quick facts:

Make: Jeep
Model: Grand Cherokee Limited 4 X 4
Year: 2008
Base price: $38,555
As tested: $41,055
Horsepower: 215 Hp @ 3800 rpm
Torque: 376 lbs.-ft. @ 1600 rpm
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: Not available
Bicycle friendly: Yes
Off-road: Yes
Towing: Yes
Fuel economy: 17/22 mpg city/highway
Comments: Base price does not include a $695 destination charge.

2008 Dodge Dakota Extended Cab SLT 4×4

Large-scale utility in a mid-sized truck
By Nina Russin

2008 Dodge Dakota Extended Cab SLT 4X4

The Dodge Dakota is no poseur: it’s a workhorse, inside and out. The mid-sized pickup truck has an extended cargo bed with adjustable tie-downs, designed to secure oversized cargo. Stain resistant upholstery, a two-speed transfer case for off-road driving, and trail rated tires will appeal to people who work hard, play hard, and get dirty in the process.

The test truck is the SLT grade, one of six available trim levels, with a 3.7-liter V6 engine and six-speed manual transmission. The V6 is the smaller of two available powerplants: Dodge also offers a 4.7-liter V8 that’s flex fuel compatible. While its no hot rod, the 210-horsepower V6 has enough torque (235 foot-pounds) to haul or tow big loads. A two-speed transfer case and special off-road tires make the Dakota capable of crawling over extremely uneven terrain.

The overdrive gears in the manual transmission give the Dakota pretty good fuel economy considering its size: about 17 miles-per-gallon for combined highway and city driving. But buyers considering the manual transmission should remember that truck clutches are not like car clutches. Be prepared for a fairly stiff pedal and long throw, with a long shift column on the center console. Commuters should think seriously about upgrading to the optional four-speed automatic transmission.

Power rack-and-pinion steering makes the Dakota easy to maneuver, despite its relatively large footprint. There are some slight blind spots to the rear caused by wide C pillars in the extended cab: it took some getting used to backing into parking spots. I didn’t have problems with visibility while maneuvering through traffic.

Eighteen-inch wheels are standard on the test truck: an upgrade from sixteen-inch rims on the base model. The Dakota comes with a full-sized spare tire: a must for people who plan to use the truck off road.

The gearbox works well for those who don’t mind standing on the clutch in traffic. There is no obvious gear lash, and all of the gears are easy to find. I didn’t use sixth gear much around town, but it helped stretch the fuel economy on a longer highway trips. Redundant cruise control buttons on the steering wheel are easy to engage and disengage.

Four channel antilock brakes coupled with an anti-spin rear axle differential prevent the back end from breaking loose on wet roads. The chassis feel well balanced, even when the cargo bed is empty. The brakes are firm and linear without being grabby.
Low-maintenance interior

Yes essentials stain resistant fabric is standard on the SLT grade. Not only does it stay clean, but it’s odor resistant as well. If you’re the type who plays hard and sweats a lot, the benefits of that are huge. A six-way power driver’s seat and tilt steering column make it easy for drivers of all sizes to find a comfortable position. Heated front seats are standard on the test truck.

Dodge designers do a great job of placing user-friendly storage compartments around the cabin. Both of the front doors have deep map pockets. There are two large cupholders in the center console, as well as a deep bin with a small removable shelf for electronic devices. A storage shelf above the glove box is segmented as well, so cell phones and PDAs won’t slide around.

All of the controls on the center stack are easy to reach and figure out. There’s a 12-volt power point for plugging in a phone recharger just to the right of the temperature controls. Audiophiles will appreciate standard Sirius satellite radio: the sound system is MP3 compatible.

An overhead console incorporates a temperature display, compass and trip meter. Audio information is displayed on a small screen in the center stack.

While the rear doors swing open to 170-degrees, they’re not very practical. Since both front and rear doors open at the B pillar, the front doors must be completely open to reach the rear door latches. It’s hard to find that kind of space between two tightly parked cars.

The extended cab has second-row seating for two, but I wouldn’t want to ride back there for more than a short drive. The straight seatbacks feel unnatural, and there’s almost no leg and hip room. The seat cushions flip up and out of the way to create some valuable interior storage space. The space isn’t large enough to put a bicycle in, but it works well for groceries and luggage. There are also six grocery bag hooks across the back of the passenger cabin.

Enormous cargo bed

The Dakota’s biggest asset is its cargo bed: six and a half feet in length. Available utility rails and tie-downs (not on the test car) make it possible to secure items so they don’t shift around. Another great feature is the standard two-position tailgate. It can move to the middle of the cargo bed to support extra wide or long cargo laid on top of the wheel wells.

Standard safety

Antilock brakes, front air bags, knee bolsters and a tire pressure monitoring system are standard equipment on all Dakota trucks. A security package on the test car adds side curtain airbags, and upgrades the antilock brakes to a four-channel system.

Base price on the four-wheel drive Dakota SLT is $26,900, putting it well within the limits of our best value category. As pickup truck prices climb well over the $30,000 mark, the Dakota is a good option for value-conscious shoppers. While it may not have the payload capacity of a full-sized truck, it 1530 pound rating should accommodate most weekend warriors.

Buyers with active lifestyles will appreciate the versatile interior and off-road capability. Those who want a less expensive option should consider the base ST grade extended cab, that starts at $20,080 for the 4×2 model. There is also a crew cab for those who want true five-passenger capability.

Likes: A practical interior with stain and odor resistant upholstery, power heated seats and satellite radio. Dodge does a great job of incorporating useful storage bins on the inside, and a larger-than-life cargo bed in back.

Dislikes: Standard manual transmission will not be practical for most urban commuters.

Quick Facts:

Make: Dodge
Model: Dakota Extended Cab SLT 4×4
Year: 2008
Base price: $26,900
As tested: $30,500
Horsepower: 210 Hp @ 5200 rpm
Torque: 235 lbs.-ft. @ 4000 rpm
Zero-to-sixty: N/A
Bicycle friendly: Yes
Off-road: Yes
Towing: Yes
Antilock brakes: Standard
Side curtain airbags: Optional
First aid kit: N/A
Fuel economy: 15/19 mpg city/highway
Comments: Base price does not include a $645 destination charge.

2007 Dodge Nitro

A mid-sized sport-utility vehicle with stand-out styling
By Nina Russin

2007 Dodge Nitro

The folks at Chrysler have a reputation for introducing products that are as exciting to look at as they are to drive. The Nitro mid-sized sport-utility vehicle, turned heads at the 2005 Chicago Auto show, where the concept car was first unveiled. The production car that followed has the same distinctive front end and clever cargo features. One of this year’s finalists in the Active Lifestyle Vehicle Best Value On-Road, the mid-sized Nitro is a firecracker on wheels.

Easy on the Wallet; Easy on Gas

I tested the Nitro SLT four-by-four, that retails for just under $25,000. While four-wheel drive vehicles generally fall short on fuel economy, the Nitro averages a respectable 17 miles-per-gallon in the city, and 23 on the highway. The standard 3.7-liter V-6 engine (tested) is no barn-burner, but it has plenty of power for merging into and maneuvering through urban freeway traffic. Buyers who want more power can opt for the optional 4.0-liter V-6, that adds another 40 horsepower to the mix.

The four-speed automatic transmission on the test car shifted seamlessly: there was relatively little shift shock when the transmission downshifted for power. The part-time four-wheel drive system was easy to use. The driver engages four-wheel drive by using a switch on the center console. There is no need to lock or unlock the axles.

The standard suspension is an independent coil-spring setup in front, and solid axle in the rear. The solid-axle set-up enhances the Nitro’s towing capability, but unlike some cars, it doesn’t translate to wheel chatter on the highway.

The test car came with 17-inch wheels: an upgrade from the standard 16-inch rims. Power rack-and-pinion steering makes it easy to maneuver the Nitro in tight spaces, without being overly loose at high speeds. The car has a good on-center feel, which is important if one has to avoid a dicey situation on the highway. The wheels feel like a natural extension of the steering wheel, and there is good visibility all the way around the car. A standard tire pressure monitoring system alerts the driver if air pressure drops at any of the wheels. That’s a useful feature here in the southwest where ambient temperatures vary up to 30 degrees, with corresponding changes in tire pressure.

The standard cloth upholstery is comfortable and attractive. In hot climates, cloth can be a more practical alternative, because it doesn’t retain heat. The Nitro upholstery fabric is treated to be stain and odor-resistant. The seat controls allow drivers of most sizes to make themselves comfortable, as does the tilt steering column. The seats provide plenty of lower lumbar support, and the controls for the HVAC and audio systems are easy to reach.  All models are MP3 compatible. Instrument panel controls are easy to reach from both front seating positions, and there are redundant audio controls on the steering wheel.

Styling Sets Nitro Apart from the Crowd

Given the option, it’s more fun to have a cool looking car than a boring one. While there are many well-built, functional entries in the mid-sized sport-utility segment, Nitro’s styling is way ahead of the competition. From its distinctive front end with a bright chrome cross-hair grille, to the sculpted wheel wells and strong beltline, the Nitro doesn’t get lost in a parking lot full of cars. It looks fun and youthful: ready for the daily commute or weekend adventures. A standard roof rack with side rails makes it easy to load large cargo up top.

But some of the Nitro’s best attributes are hidden inside: especially the cleverly configured rear cargo area. A sliding cargo floor holds up to 400 pounds. Slide the floor out and sit on it for a tailgate party (the cooler sits in a well underneath the floor), or to load large cargo. There are plenty of tie-down hooks to secure larger items, while the storage area under the sliding floor secures smaller items, and keeps them out of sight. The rear gate opens easily, with a wide access that makes it easy to load from a variety of angles.

Both the second-row seats and front passenger seat fold flat to extend the cargo floor. It’s an easy operation for those who want to load a bike or two in the back, and the cargo floor material makes it easy to slide items forward, without hanging up. A compact spare tire isn’t my first choice for a four-wheel drive truck, but it does keep weight out of the car and maximize room in the rear.

Dodge designers did a great job of surrounding the driver and front passenger with plenty of bins and cubbies for smaller items, and cupholders that hold bottles of water. A 115-volt power point up front and 12-volt power point in the rear come standard. The SLT grade comes with power folding heated side mirrors: a useful feature for drivers who live in cold climates, and who need to pull their vehicles in and out of the garage.

Well-equipped with safety features.

Traction control and electronic stability program come standard on all Nitro models, as well as antilock brakes. All models also come with front, side, and side curtain airbags that protect both rows of passengers.

The Nitro comes with a 3-year, 36,000 miles bumper-to-bumper warranty that includes warranty assistance. It’s a great value for customers that want a reasonably priced sport-utility vehicle that looks sharp and has one of the most functional cargo areas of any vehicle in its competitive segment. The Nitro is currently available for test drives at Dodge dealerships nationwide.

Likes: Sporty styling, inside and out, with an exceptionally practical cargo bay. The sliding rear cargo floor is a feature that most buyers will find many uses for. The Nitro is a fun car to drive, with lots of standard comfort, convenience and safety features.

Dislikes: The undersized spare could be a problem for drivers who use the Nitro to do serious off-road driving.

Quick facts:

Price as Tested: $24,905
Horsepower: 210 Hp @ 5,200 r.p.m.
Torque: 235 lbs-ft. @ 4,000 r.p.m.
0 to 60:  N/A
ABS Brakes: Standard
Side Curtain Airbags: Standard
First-Aid Kit: No 
Towing: Yes
Off-Road: Yes
Bicycle friendly: Yes
Fuel economy: 17/23 m.p.g. city/highway 
Comments: A full-time four-wheel drive system will be available later this year. At this point, Chrysler does not plan to bring a diesel version of the Nitro to the States.

2007 Ford Explorer XLT 4×4

Sport-Utility Classic

By Nina Russin

2007 Ford Explorer XLT

The Ford Explorer may not have been the original sport-utility vehicle, but it was the first to gain widespread popularity. Early SUVs appealed to driving enthusiasts looking to take their adventures off-road. The Explorer attracted Middle America. The first Explorer, introduced in 1990 as a ‘91 model, combined the durability of a mid-sized pickup truck with the versatility of a minivan.

Off-road capability allowed the Explorer to go where passenger cars feared to tread. For active families, it was a match made in heaven. By the mid-nineties, sport-utility vehicles had become the new family wagons: the Explorer leading the pack in sales. Despite some bumps in the road, the Explorer remains a popular choice among SUV buyers: familiarity breeds comfort.

Over its seventeen-year history, Ford has refined the Explorer’s chassis to produce a more car-like ride, while maintaining the durability to tow trailers and go off-road. The new Explorers are loaded with creature comforts, have powerful engines, get better gas mileage, and feature a higher level of standard safety. In short, they’re twenty-first century cars.

The 2007 models come with a choice of two engines, two or four-wheel drive, and five, six or seven-seat configurations. The test car is the XLT four-by-four model with seating for seven. Options include the Ironman trim and wheel package, safety canopy, trailer prep, navigation system, rear-seat DVD, power-folding third-row seats, plus two comfort and convenience packages that gussy up the interior.

While base price on the XLT grade is $28,890, the options add another $10,000. With the $695 destination charge, MSRP is just under $40,000: well within our luxury category.

Power to spare

Ford is known for engineering exceptionally good V-8 engines, and the 4.6-liter block in the test car is no exception. Mated to a six-speed automatic transmission, it has a buttery smooth ride with a fat torque curve. Fuel economy isn’t great, but the V8 Explorer performs like a sport sedan, with excellent acceleration off the line, and in the critical twenty-to-fifty mile-per-hour range.

Although the Explorer is a body-on frame truck, engineers have maximized torsional stiffness though a special frame design. A tube-through-tube configuration has the crossmembers pass through the frame rails, producing extremely stiff joints. As a result, the truck takes on some of the characteristics of a unit-body design, while it is durable enough to tow large trailers.

Four-wheel independent suspension produces a compliant ride for all passengers. Rack-and-pinion steering has good feedback and on-center feel. The Ironman package includes eighteen-inch wheels: an upgrade from the standard sixteen-inch rims. The bigger wheels produce a wider, more stable footprint. Drivers should feel comfortable making the occasional emergency maneuver on the highway.

Buttons on the instrument panel switch the vehicle between 4×4 auto, 4×4 high and 4×4 low settings. There’s no need to make adjustments at the axles. The automatic setting keeps the car in rear wheel drive for fuel economy, and shifts power to the front wheels when necessary. The low setting is for serious off-road driving, where the driver needs to crawl over extremely uneven terrain. Ground clearance is 8.2 inches. Approach and departure angles of 28.2 and 23.8 degrees respectively give the Explorer the ability to climb and descend steep hills.

The standard keypad entry device is one of the greatest ideas Ford has ever had. Any passenger can enter a number code on the keypad and gain access to the interior. It saves the inevitable debate of who hangs on to the keys, if five people are using a car as base camp at the trailhead.

All the comforts of home

Inside, the new Explorer has all the amenities a twenty-first century family demands: satellite radio, navigation system, DVD player, and cupholders everywhere. Both first and second-row seats are spacious and comfortable for most adults, although the middle seat in the second row lacks some legroom. The third-row seats are adequate: kids will be more comfortable than adults.

The test car has adjustable pedals, so shorter drivers can maintain a safe distance from the steering wheel and front airbag. Tilt steering wheel adjustment is standard. Cruise control settings on the steering wheel allow the driver to engage and disengage the function easily. A central touch screen controls the navigation and audio settings. There are redundant audio and climate control knobs on the instrument panel: all easy to reach from both front seats.

There are two twelve-volt power points, and a MP3 jack at the front of the center console bin. The large bin also has a change holder. It is big enough to store CDs or small electronic devices. The glovebox is quite small: just big enough for an owner’s manual and a few documents.

Both front doors have map pockets and bottle holders; rear doors have map pockets. Each row of seating has two cupholders: four are located in the center console, while two cupholders and trays on the C pillars service the third-row passengers. Air vents to the rear of the center console and in the headliner above the second row make sure all passengers have adequate ventilation.

Ergonomics throughout the interior are excellent with one notable exception: the inside door handles. Chrome lifts at the end of the armrests fit under a person’s palms. To open the door, the passenger curls his fingers over the edge of the handle and lifts it up.

The problem is that the chrome gets extremely hot in the summer. Here in Phoenix, it gets hot enough to cause third-degree burns. I had to use a towel to open the doors without burning my hands.

The seats are easy to adjust, with good lower back support. I liked the fact that the seat cushions were relatively flat: not dished, or with large side bolsters that some designers love.

Bicycle friendly

The third-row seats collapse using two switches in the cargo area. While it is necessary to collapse the headrests using straps on top of the seat backs, the whole operation is quick and simple. There is very little cargo space with the third row seats in place, but folding them produces a good-sized cargo floor. The second-row seats collapse manually. After folding the headrests, a lever to the side of the seat cushions folds the seats flat.

Hooks on the cargo floor make it easy to secure large items. The jack is located in a storage space under the cargo floor. There are garment hooks next to the second and third-row seats.

The tailgate is easy to open and close: a handle at the bottom edge of the door allows shorter people to close the hatch without straining. The window glass can open separately for tossing small items in back.

Side roof rails are standard on all models. The Ironman package adds crossbars. A towing prep package raises the towing capacity to 7040 pounds: well over our minimum ALV standards.

Available safety canopy

Ford’s safety canopy uses the side-curtain airbags to hold passengers in place during a rollover. Tethers keep the curtains in place longer than normal, so passengers are secure inside the car for the duration of a rollover. The safety canopy is optional on XLT models, and standard on the Explorer’s higher grades. It’s a worthy investment for families who regularly travel with passengers in the rear seats.

Standard safety features include antilock brakes, traction control, roll stability control, and a tire pressure monitoring system.

The 2007 Explorer is built at Ford’s assembly plant in Louisville, Kentucky.

Likes: The Explorer has the ride and handling of a passenger car, with the durability and off-road capability of a pickup truck. Steering feedback and strong, linear braking make the vehicle feel like a much smaller car. The power-folding third row seats make it easy to convert the rear into a large, functional cargo area.

Dislikes: Interior door handles that get scalding hot in the summer.

Base price: $28,890
Price as tested: $39,450
Horsepower: 292 Hp @ 5750 r.p.m.
Torque: 300 lbs.-ft. @ 3950 r.p.m.  
Antilock brakes: Standard
Side curtain airbags: Option
First aid kit: No 
Towing: Yes
Off-road: Yes
Bicycle friendly: Yes
Fuel economy: 14/20 m.p.g. city/highway
Comments: Base price does not include a $695 delivery charge.

2008 Jeep Liberty Limited 4×4

The 2008 Liberty sports a bold new face, more powerful engine, and improved off-road capability.
By Nina Russin

2008 Jeep Liberty

The first Jeep Liberty struck me as a downsized Cherokee: a road car that could cruise the trails. The second Liberty is more of an upsized Wrangler: loves to play in the mud, but with more amenities than its smaller sib.

The exterior is leaner and meaner: more iconic Jeep. A big toothy grille dominates the front end, framed by two angular headlamps, square fenders, and a flat hood. There’s a conspicuous absence of soft curves. The Liberty stands tall and at attention, with wheels pushed to the corners for better stability.

There is one engine, a 3.7-liter V6, mated to either a six-speed manual or four-speed automatic transmission. Chrysler is selling a diesel model in Europe, but has no plans to bring it to the states. The 210 horsepower V6 has ample low-end acceleration, and the ability to tow up to 5000 pounds: well over our ALV minimum standard.

The four-speed automatic transmission seems lacking in this era of five and six-speed packages. It downshifts exceptionally hard, and has less than stellar fuel economy. While Jeep spokespersons are happy with the tried and true package, I suspect that finances may have played a role in the engineers’ decision.

The model line-up includes two grades, Sport and Limited. Chrysler expects the Sport model to comprise sixty-five percent of sales. Pricing starts at $20,990 for the 4×2, and $22,660 for the 4×4 model. The upscale Limited grade that starts at $25,175 comes with the Yes Essentials fabric interior that resists stains, chrome accents, and larger wheels.

The new Liberty is part of Jeep’s largest product offensive to date, increasing its stable from three to seven models since 2004. The first Liberty filled the slot between the Wrangler and Grand Cherokee. The new mid-sized model moves upscale, with a larger engine and more amenities than either the Patriot or Compass.

Midwest drive test

I drove the Limited 4×4 model at a recent press event in Indianapolis. Our drive route took us through the southern tier of the state. While Indiana has no lack of highways, its biggest asset is the network of two-lane roads that pass through small farm towns. Opportunities for off-road driving are plentiful in state recreation areas. The hilly terrain and an abundance of rain make for challenging trails. The trails are heavily forested, with lots of exposed roots, boulders, and short, steep hills.

While the new Liberty has a bigger footprint than the first model, it’s still small enough to function well as a city car. The wheelbase is 106 inches with front and rear tracks of 61 inches. Like the original model, the 2008 Liberty has rack and pinion steering, which gives it the turning capability of a passenger car. Turning diameter is just over 35 feet.

The steering feels loose at high speeds. It doesn’t have exceptional on-center feel, but it’s good enough to give the driver some feedback from the wheels. Stabilizer bars front and rear help the car corner flat, as do gas-charged shocks.

Front and rear disc brakes are solid and linear. The standard antilock braking system engages appropriately. Electronic stability program is also standard on all models.

The suspension is independent in front with a live rear axle. The solid rear end makes the car more adept at towing large loads. Unlike some live axles, this one doesn’t bounce a lot. Both rows of passengers should find the ride comfortable.

The Limited has standard 17-inch wheels. The test car had the optional 18-inch rims, offering an even more stable footprint. This is especially noticeable on the highway. Despite its relatively narrow stance and high profile, the car feels stable at high speeds, much more so than the Wrangler.

Dirt dog

The new Liberty really shines off road. Hill descent control and hill-start assist make it possible for drivers without much experience to tackle difficult trails. When shifted into low mode, the engine multiplies torque, and provides extremely low gears for crawling over uneven terrain.

The wooded trail in southern Indiana was a challenging test. The Liberty felt solid and moved forward easily with one or more wheels off the ground. The hill descent control allowed the vehicle to crawl down extremely steep grades, while the hill-start assist kept it from sliding backwards when the driver stopped on a steep uphill.

With seventeen-inch tires, the car’s axles have over seven inches of ground clearance. Optional skid plates protect the chassis against larger rocks. All models have adequate wheel articulation to clear deep ruts, and are engineered to ford deep water without damaging the engine.

A clear view of the sky

Jeep’s new Sky Slider roof opens up the Liberty, giving both rows of passengers a clear view of the sky. The cloth top retracts similar to a convertible. It can open from either the front or rear. When fully open, it’s four times the size of a conventional sunroof. The effect is similar to the soft top on the Wrangler, but better suited for four seasons. In anticipation of Midwestern winters, engineers tested the roof with four hundred pounds of snow.

When the top is open, it makes a lot of noise on the highway. But on the trails, it’s an absolute joy. With no glass beneath it, passengers are literally connected to the outdoors. Not only did we see the branches swaying above us, we had a few leaves drift inside while on the trails. Open-air enthusiasts should fork out the cash for the option. A button on the instrument panel makes it easy to open and close, and the open roof gives the new Liberty a classic Willys Jeep feel.

The larger wheelbase added interior room to the new car, especially for second-row passengers. There’s adequate legroom, although four passengers will be more comfortable than five.

The test car had optional leather front bucket seats with position memory and seat heaters. Both front seats are comfortable and offer good lower back support. The driver’s seat has an adjustable lumbar. The steering wheel tilts but doesn’t telescope, which could be a problem for smaller drivers. It has cruise control and information system buttons on the front, and redundant audio controls in back. 

All models come with a standard MP3 plug-in. The test car had optional Sirius satellite radio and the upgraded Infinity audio system. An optional navigation system displays two or three-dimensional maps. Park sense rear park assist warns drivers about obstacles that may be in blind spots to the rear.

Both rows of passengers have decent sized cupholders. There is a 115 volt-inverter to the rear of the center console, and a 12-volt power point on the instrument panel. A large bin in the center console is big enough to hold compact discs or a small pack. A small removable tray holds electronic devices, and includes a change sorter.

The floor-mounted gate shift is easy to reach and engage. A lever in front of the shifter engages the various four-wheel drive modes. Buttons on the instrument panel engage the hill start assist and hill descent control features for off-road driving.

Second-row seats are easy to fold flat, by pulling on a single strap to the side of the seat cushions. The seats fold flat without removing the headrests, making the new Liberty bicycle friendly.

The liftgate includes a flipper window that opens separately for loading in smaller items.  There are six tie-down hooks in the cargo area for securing items: a must for off-road driving. The spare tire has moved from the liftgate to a spot under the cargo floor, making it easier to load up the back of the car. The cargo floor is reversible. One side is carpeted, while the other is made of a durable vinyl, with detents for holding items in. There is a waterproof storage area under the cargo floor.

Roof rails are standard on the Limited model. A step plate in the rear makes it easier to load items up top.

The all-new Liberty rolls into Jeep dealerships this fall.

Likes: The new Liberty has a more powerful engine than the original model, as well as a roomier interior with more creature comforts. Off-road performance is exceptional. The available Sky Slider roof will appeal to outdoor enthusiasts who need the four-season versatility of a hard top.

Dislikes: The four-speed automatic transmission produces a lot of shift shock. Steering response on the highway is soft.

Quick facts:

Base price: $26,785
Price as tested: $32,895
Horsepower: 210 Hp @ 5200 r.p.m.
Torque: 235 lbs.-ft. @ 4000 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: Base price includes $660 destination fee.

2008 Toyota Highlander Sport 4WD

Toyota’s second-generation Highlander raises the bar with a more powerful engine and roomier interior.
By Nina Russin

2008 Toyota Highlander

Toyota claims to have invented the crossover with the original Highlander that debuted in 2001. Whether or not this is true depends on how who you talk to, since there seems to be as many definitions for what a crossover is as there are new models.

Semantics are less relevant to car buyers than function: most people don’t care how a vehicle is classified, as long as it serves their purposes. The original Toyota Highlander works exceptionally well for people with active lifestyles, and therefore has out-sold like mid-sized vehicles since its introduction.

Once again, Toyota is faced with the unenviable position of trying to maintain dominance in a thickening pond. The manufacturer is using its tried-and-true formula for success, making the new model a little bigger, more powerful, and more refined.

Gas-powered models roll out this summer, with front or all-wheel drive, and three grades: Base, Sport and Limited. Price ranges from $27,300 for the front-wheel drive Base model, to $34,150 for the four-wheel drive Limited. All cars get a more powerful engine, five-speed automatic transmission, a higher level of standard safety and convenience features. A hybrid model follows in October, available in Base or Limited Grades. 

The drivetrain, while new to the Highlander, isn’t untested: it’s a variation of the Camry chassis, but with more ground clearance and a longer wheelbase. The all-wheel drive system comes from the Sienna. The hybrid uses the same synergy drive technology as the Prius, with updates culled from other Toyota and Lexus models. As I said, no big surprises: slow and steady wins the race.

I had the opportunity to test drive the new Highlander in Scottsdale, Arizona in mid-May. The drive routes included both on and off-road components, although the off-road section was fairly bland. Even with all-wheel drive, the Highlander is not a vehicle to take out on extreme terrain: it lacks underbody cladding, and it doesn’t have a two-speed transfer case. But it’s quite capable of motoring down the average dirt road or trail and maintaining good traction on sand or mud.

Sorry, snake…

I didn’t mean to run over the snake. As a Buddhist, I believe in letting all living things be, even ones that might attack me. But at the time I was more intent on getting through the off-road course without scraping the heck out of the test car, as it weaved through dense patches of creosote bush. I didn’t have much luck in that department either. By the time we got the Highlander back to the hotel, it was covered with dust, bugs, and scratches that I hoped didn’t go below the clear coat.

Aside from wear and tear on the paint, the Highlander handled the off-road course seamlessly. The loop wandered through some low desert north of Scottsdale, peppered with sand washes, rock, cactus, and the occasional snake. While the course didn’t include any hills steep enough the test the hill-start assist or descent features, it did have its share of tight corners. The sand was a good test for the all-wheel drive, that automatically transfers power to the wheel with the best traction.

Stings like a bee.

The best place to experience the difference between the new Highlander and the model it replaces is on the road: the new engine has a lot more spark, especially on the low end. While the original Highlander is no slouch, the new car has ride and handling features characteristic of a smaller, sportier car. The V-6 engine delivers 248 foot-pounds of torque, and reaches maximum torque fairly low in the power band. As a result, acceleration off the line is much improved, as well as in the twenty-to-fifty mile-per-hour range.

Toyota’s variable valve timing technology allows engineers to increase power without hurting fuel economy. Even with the more stringent 2008 standards, EPA fuel economy averages nineteen miles-per-gallon for the four-wheel drive model. The additional torque also makes the Highlander capable of towing loads up to 5,000 pounds, when equipped with the towing prep package.

The five-speed automatic transmission is buttery smooth, with little hint of shift shock. Larger wheels and a sport-tuned suspension on the Sport model improve steering response when the car is driven hard. The Highlander doesn’t feel like a high-profile vehicle. It’s extremely stable, even at high speeds. There’s a little too much steering assist on all models, which reduces the on-center feel. Braking is firm and linear.

The two-lane roads around Lake Bartlett, north of Scottsdale, were a good test of the sport suspension. The roads are full of dips and rollers. Not only did the Highlander corner flat; it rebounded well coming off the low points, while maintaining a compliant ride.

A back-up camera, standard on the Sport, allows the driver to see people and objects to the rear of the car. Since the Highlander has a thick D pillar, the camera is a useful feature, especially for parents of small children.

Standard safety features on all models include front, side and side curtain airbags, a driver’s knee airbag, active headrest restraints for the front row, antilock brakes, vehicle stability and traction control, downhill assist control and hill start assist.

Larger interior and cargo area

First and second-row passengers should notice a difference in interior space. As usual, the designers have done an excellent job of positioning controls within easy reach of the driver and passengers. Up front, cubbies to either side of the center stack will stow a PDA or cell phone. There are two, twelve-volt power points and a plug-in for a MP3 player. The glove box is quite large, and there’s a b
in in the center console for storing larger items. Up above, the shelf for the garage door opener and sunglass holder flips up to become a conversation mirror that allows the driver to monitor kids in the back seat.

Front row passengers have four cupholders: two in the center stack and two in the doors. Left and right temperature controls ensure that all passengers ride comfortably.

The Sport model comes with an AM/FM/6 disc CD player that’s pre-wired for satellite radio. An optional JBL audio system is Bluetooth compatible. A separate option package integrates the upgraded audio system with a navigation display. The navigation display stays illuminated after the driver turns the ignition off, allowing him to take a close look at the map when the car is parked.

New for 2008 is a stowable second-row seat. When installed, the seat allows three passengers to ride in the second row. It releases by lifting up the back edge of the seat, and stows in the rear section of the center console. This gives third-row passengers another way in and out. Since the large C pillars make it harder to climb into the third row from the rear doors, it’s a practical feature. Once seated, third-row passengers have adequate head, leg and shoulder room.

Both second and third-row passengers have their own cupholders. There are map pockets and bottle holders in the rear doors. The second-row seat on the right side slides forward to make access to the back easier.

The cargo area has plenty of tie-downs for securing cargo. On the Limited model, there’s a button in the cargo area that collapses the second-row seats. Folding down the third row seats is a quick, two step operation. A tether on the seatbacks collapses the headrests, while a second tether below it folds the seats flat.

With the second and third row seats folded flat, the Highlander has a large, functional cargo floor that could easily house a couple of bikes or other large cargo. A tonneau cover keeps items in the cargo area away from prying eyes. The cover stows in a small storage area beneath the cargo floor. There is a 115-volt power outlet to the left of the third-row seats, and a third, twelve-volt power point just behind it in the cargo area. Roof rails are standard on all models.
The new Highlander is a great choice for families with active lifestyles, as an alternative to either sport-utility vehicles or minivans. Kids will appreciate the optional rear-seat DVD system, while their parents enjoy the more powerful engine, enhanced safety features and stowable second-row seat. Buyers with active lifestyles should find the cargo area spacious and easy to load, especially when the Highlander is equipped with an optional power cargo door.

The 2008 Highlander is currently rolling out at Toyota dealerships nationwide.

Likes: A versatile vehicle with improved performance and handling, very high level of standard safety features, and a large cargo area that’s easy to load.

Dislikes: Angled second-row door opening makes it hard to enter the third-row seats.

Quick facts:

Base price: $27,300
Price as tested: $31,400*
Horsepower: 270 Hp @ 6200 r.p.m.
Torque: 248 lbs.-ft. @ 4700 r.p.m.
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No
Towing: Yes
Off-road: Yes
Bicycle friendly: Yes
Fuel economy: 17/23 m.p.g. city/highway
Comments: *Pricing on the Sport model does not include options or a $685 delivery charge.

2007 Jeep Wrangler Rubicon

Ultimate Off-Road Tool
By Nina Russin

2007 Jeep Wrangler Rubicon

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

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

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

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

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

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

The real deal

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

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

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

Improvements for ‘07

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

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

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

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

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

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

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

Small but functional cargo area

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

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

More luxurious interior

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

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

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

Off-road performance for city dwellers

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

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

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

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

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