2007 Jeep Wrangler Rubicon

Ultimate Off-Road Tool
By Nina Russin

2007 Jeep Wrangler Rubicon

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

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

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

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

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

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

The real deal

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

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

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

Improvements for ’07

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

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

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

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

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

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

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

Small but functional cargo area

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

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

More luxurious interior

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

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

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

Off-road performance for city dwellers

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

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

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

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

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

2007 Kia Sorento EX 4×4

By Jim Woodman

2007 Kia Sorento

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

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

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

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

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

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

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

Two trim options

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

Dramatically restyled interior

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

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

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

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

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

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

Standard Safety

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

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

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

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

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

Quick Facts:

Base price: $26,195
Price as tested: $30,065
Horsepower: 266 Hp @ 6000 r.p.m.
Torque: 260 lbs.-ft. @ 4500 r.p.m.
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No
Towing: Yes
Off-road: Yes
Bicycle friendly: Yes
Fuel economy: 17/22 m.p.g. city/highway

2007 Nissan Xterra

By Jim Woodman

2007 Nissan Xterra

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

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

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

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

2007 Xterra

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

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

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

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

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

Functional Rear Cargo Area

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

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

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

Interior Layout

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

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

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

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

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

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

Quick Facts:

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

2007 GMC Sierra

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

By Nina Russin

2007 GMC Sierra

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

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

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

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

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

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

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

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

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

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

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

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

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

Dirt Dog

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

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

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

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

Plush interior

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

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

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

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

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

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

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

Available diesel engine

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

Pricing begins at $21,000

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

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

2006 Honda Ridgeline

A hidden trunk and so much more

By Nina Russin

2006 Honda Ridgeline

Honda‘s new Ridgeline is the first pickup truck to feature a lockable trunk in the cargo bed.  The standard crew cab also has a storage area under the rear seats.  Standard four-wheel drive, and towing capability up to 5,000 pounds make the Ridgeline a great choice for families with active lifestyles.

The Ridgeline has crisp, responsive handling, much like the manufacturer’s passenger sedans.  All models come with a  255-horsepower V-6 engine and 5-speed automatic transmission.  Standard vehicle stability assist integrates antilock braking and traction control systems.

 While the Ridgeline lacks the two-speed transfer case necessary for extreme off-road driving, it is well-suited for unimproved roads and moderate trails.  Standard four-wheel drive automatically transfers engine power to the wheels with the best traction.

 The powertrain has excellent low-end torque for merging into high speed traffic.  Visibility is excellent to the front and sides of the truck.  Standard heated windshield wipers should appeal to buyers living in the snow belt. 

 Two large pillars in the rear limit visibility , but well-designed side-view mirrors do a good job of minimizing the blind spots.  The Ridgeline is small enough to park in a standard parking spot.  Honda engineers focused on maximizing the vehicle’s torsional strength; as a result steering response is excellent. 

Driving the Ridgeline around Phoenix for a week proved that the pickup is as practical as it is fun to drive. The standard center console has cup holders large enough for water bottles, and a bin that can hold a small tote bag.  A second storage tray on the floor is large enough for backpacks.  There is also a three-part storage tray on the passenger side above the glove box.

Lumbar support for both front seating positions is excellent.  Rear seat passengers have better-than average legroom.   The 60/40 split rear seats also lift up to create a load space large enough to hold a mountain bike.  There are two, twelve-volt power outlets:  one in the instrument panel, and one in the rear.

The five-foot long cargo bed includes six tie-down cleats and four bed lights.  The lockable trunk  can stowe camping equipment, coolers and duffle bags.

 A dealer-installed roof rack with wheel-mounted bike attachment holds up to two bicycles.  Its cost, including installation is about $427. 
 The Ridgeline comes in three trim levels:  base prices range from $27,700 to $31,490, plus a $650 destination charge.

Likes:  Lockable trunk in cargo bed holds secures items outside the crew cab.  Flip-up rear seats create a large enough space to hold a mountain bike.

Dislikes:  Large rear pillars restrict visibility to the rear. 

Quick Facts:

Base price: $27,700
Horsepower:  255 @ 5750 r.p.m.
Torque:  252 lbs.-ft. @ 4500 r.p.m.
0-60: N/A
Fuel economy:16/21 mpg
Side curtain airbags:Yes
First aid kit:No
Bicycle friendly:  Yes
Towing:  Yes
Off-road:Yes
Fuel economy:16/21 mpg

2006 Hummer H3

The “Baby” Hummer

By Nina Russin

2006 Hummer H3

In the world of Hummers, the term ,”little,” is relative. While the H3 or “baby Hummer” is significantly smaller and lighter than the H1, H2, and H2SUT, it’s still a big truck. It weighs 4,700 pounds, and is almost as long as a Honda Pilot. 

However, unlike its larger siblings, the H3 will fit in a garage, and is much easier to maneuver into a standard parking space. Equally important is its fuel economy: 16/19 m.p.g. city/highway for the automatic version, as compared to 10-13 miles per gallon (city and highway average) for the H2.

Designed for Extreme Off-Road Driving

The H3 is a comfortable truck to drive around town, but it is really engineered as an off-road vehicle. In fact, the only good reason to buy any Hummer is if you plan to drive it off-road on a regular basis. 

ALV juror, Sue Mead, recently joined a group of Hummer owners in an evacuation program for victims of Hurricane Katrina. The Hummers’ water-fording and off-road capabilities enabled these drivers to safely go into areas that would be off-limits to most cars and trucks.

On a similar note, the H3 can navigate the sort of treacherous wilderness terrain that few other vehicles can handle. The H3 can ford up to 2 feet of water, climb a 60 percent grade and remain stable on a side slope of up to 40 degrees.

It has a minimum ground clearance of 9 inches and gobs of wheel travel, which enables the Hummer to climb up steps and rocks 16-inches tall, and maneuver through deep sand.

What makes the H3 unique is that it offers the off-road capability of its larger siblings, but in a more compact package. It has a tighter turning radius, a lower step-in height, a user-friendly interior, and a pretty functional cargo space.

Unlike the H1 and H2, it is also short enough to fit inside the average garage, and narrow enough to allow room for a second full-sized vehicle.

Driving the H3 on a busy highway during rush hour was a good test of its maneuverability.

One pleasant surprise was the visibility to the side which is much better than on other Hummer models. This may be a result of the H3’s lower ride height (overall height is almost 7-inches shorter than the H2).  Track, the width between the wheels, is over 4-inches narrower, which makes a huge difference in the vehicle’s ability to navigate narrow city streets.

The five-cylinder engine has plenty of pep, due to variable valve timing that also enhances fuel economy. The four-speed automatic transmission is one of GM’s best products: it is smooth shifting and extremely durable for those who want to tow heavy loads.

The H3 is the least expensive model in the Hummer line-up. Pricing starts just under $30,000. The test truck which came with automatic transmission and a luxury interior package cost $38,210, including the destination and delivery charge.

The Only Hummer with a Choice of Two Transmissions

At the heart of the new Hummer is an inline 5-cylinder engine rated at 220 horsepower with 225 lbs-ft. of torque. The H3 is the only Hummer available with a choice of 5-speed manual or four-speed automatic transmission.

The H3 achieves its maximum fuel economy (up to 20 m.p.g. highway) with the manual gearbox. All models come an electronically-controlled four-wheel drive system, traction control and underbody shielding to protect the powertrain from rocks, roots and other protrusions.

 The automatic transmission models come with standard electronic stability control. An optional locking rear differential helps the driver to maintain traction and directional control on extremely uneven terrain.

There are two available wheel and tire packages: a standard Goodyear 32-inch tire, and a Bridgestone 33-inch off-road tire that comes with an optional performance off-road package.

User-Friendly Interior

In addition to being much easier to step in and out of, the H3 is also a friendlier truck to live in. The front seats are comfortable for drivers of all sizes, and visibility is good all the way around the vehicle, despite relatively short windows and windshield.

An eight-way adjustable driver’s seat with adjustable lumbar support and heated front seats on the test truck were part of the luxury package, priced at $3,125. A large electric sliding sunroof (also optional) lets ambient light into what might otherwise be a dark interior.

There are plenty of bins and cubbies around the front seats to hold bottles and small packages. The center console includes two cupholders large enough for water bottles and a deep bin that will hold compact discs or a small pack. The doors have map pockets but not bottle holders.

Temperature and audio controls are easy to reach from either the driver’s or front passenger seat and easy to figure out.

The H3 is rated as a 5-passenger vehicle. The second-row seats fold completely flat to create a load floor up to 63-inches in length.

While it is certainly long and wide enough to hold a goodly amount of luggage or a few road bikes with the front wheels removed, the cargo area is only 37 inches tall. Fortunately the H3 comes standard with roof rails and cross bars to mount oversized cargo.

The baby Hummer can tow up to 4,500 pounds:  well in excess of our minimum ALV criteria.

A Hummer for the Real World

From both an economic and functional stance, the H3 is the most practical model in the Hummer line-up for most city dwellers. It is smaller and easier to drive, and gets much better gas mileage than the other Hummer models, while still offering the technology to give it exceptional off-road ability.

Standard safety features on the H3 include antilock brakes and OnStar with automatic crash notification. Side curtain airbags, a rollover protection system and tire pressure monitoring system are available as options.

Likes: The most maneuverable and fuel economical model in the Hummer line-up, the H3 is a viable truck for city-dwellers who like to venture far off the beaten path.

Dislikes: Fuel economy, while much better than other Hummer models, is still relatively poor. By comparison, the VW V6 Touareg averages 21 m.p.g. on the highway with an automatic transmission. Cargo area is not tall enough to stow certain odd-shaped items. Doors do not have bottle openers. Power seats have manual rather than power seatback adjustments.

Quick facts:

Base price: $28,935
Price as tested: $36,210
Horsepower: 220 @ 5600 r.p.m.
Torque: 225 @ 2800 r.p.m.
0 to 60: 9.3 seconds
Antilock brakes: Standard
Side curtain airbags: Option
First aid kit: No 
Towing: Yes
Off-road: Yes
Bicycle friendly: Yes 
Fuel economy: 16/19 m.p.g. city/highway
Comments: The Hummer H3 is the first Hummer with a standard manual transmission. The roof rack with crossbows is part of a dealer-installed chrome appearance package that also includes chrome exterior mirror caps and door handles ($850).

2006 Suzuki Grand Vitara X-Sport

Suzuki’s flagship sport-utility vehicle combines great value and fuel economy.

By Nina Russin

2006 Suzuki Grand Vitara

Rising fuel prices are good news for Suzuki: a manufacturer known for small, peppy vehicles that get great gas mileage. Last fall, Suzuki unveiled the new Grand Vitara compact sport-utility vehicle,  with a new six cylinder engine, five-speed automatic transmission and available four-wheel drive.

This year, a new X-Sport package offers buyers many of the comfort and convenience features included in the luxury model at a friendlier price. It includes automatic transmission, a six-disc in-dash CD changer with MP3 interface, XM satellite radio, keyless entry and start, power windows, doorlocks and heated side mirrors, roof rails, and privacy glass.

The X-Sport lacks the leather seats, wood trim, sunroof and 17-inch wheels on the fully loaded model, but for $2000 less, that’s a sacrifice many buyers should be willing to make.

Commuter-friendly

The test car was the X-Sport model with five-passenger seating and four-wheel drive. The new 2.7-liter engine produces 185 horsepower and almost as much torque, making it ideal for merging into highway traffic and doing the quick lane-shifts often required in urban traffic.

The five-speed automatic transmission comes with a gated shifter that allows the driver to downshift into two lower gears. It is buttery smooth and downshifts nicely to produce power when needed.

It also enhances the engine’s fuel economy: the four-wheel drive version averages 19 miles-per-gallon around town and 23 on the highway. Steering is responsive at all speeds, and the fully-independent suspension provides a compliant ride.

The available four-wheel drive system with a two-speed transfer case is capable of true off-road driving, which we tested last year in the mountains outside of Vancouver, Canada. However unlike some compact SUVs, the Grand Vitara feels solid at speed, with the ride and handling of a passenger car.

Standard safety features include antilock brakes, traction control, electronic stability program, front, side and side curtain airbags.
Redundant stereo and cruise controls on the steering wheel allow the driver to stay focused on the road.

All five seating positions have supportive comfortable seats with enough hip and leg room for most adults. The standard cloth upholstery on the X-Sport is attractive and frankly, more practical for those of us who live in hot climates. The manual adjustments are easy to figure out and use. A standard tilt steering wheel makes it easier to enter and exit the driver’s seat.

Plenty of cargo space fore and aft

The center console includes two large cupholders , and a bin that can hold compact discs or small electronic devices. The lid of the bin is padded and slides forward to act as an armrest. There are two, 12/volt power outlets on either side of the gate shifter.

The automatic temperature controls are easy to reach from either front seating position. Both front doors have standard map pockets with bottle holders. A lid on the rear of the armrest flips down to reveal two addition cupholders for the second-row passengers.

The sixty-forty split rear seat has three-point seatbelt harnesses in all three seating positions. Both sections of the seat collapse and tumble forward. A lever on the seatback collapses the seat, while a loop at the base of the seat releases the latch that holds the bottom in place, allowing the seat to tumble. Both operations are simple and quick.

The extended cargo area is easily large enough to hold a bike (possibly two) with the front wheels removed. There are four tie-down hooks on the cargo floor, and a there is a small storage bin under the floor as well. The jack for the spare is located in a panel to the left. There is a pocket in the rear door large enough to hold a first aid kit or more tools.

The cargo area houses a third 12-volt power point, located on the right wall. The spare is mounted on the rear gate under a hard cover. The gate opens sideways, making it easy for people of all heights to use. A standard tonneau cover conceals the cargo area when the second row seats are in place. Standard roof rails come in handy for carrying large cargo when there are more than two passengers.

Nimble yet solid performance

The X-Sport‘s arrival coincided with an early blast of heat: daytime temperatures averaged in the low hundreds for the week. Despite the black cloth interior, the climate control system cooled the vehicle off quickly. The vents are easy to direct to cool off all of the passengers.

The arrival of summer heat here always makes drivers more aggressive. I was grateful for the Grand Vitara’s quick steering response and nimble cornering, especially when driving through rush-hour traffic. Visibility is excellent all the way around the vehicle. There are no obvious blind spots.
Suzuki has made its 7-year warranty even more attractive to buyers by extending it up to 100,000 miles, and including 24-hour roadside assistance. Buyers receive free courtesy cars while vehicles are being repaired: the warranty is fully transferable.

Buyers who are looking for a compact sport-utility vehicle that’s tough enough for the trails and comfortable enough to commute in should think about the Suzuki Grand Vitara. It’s a refined, peppy vehicle with a lot of luxury and safety packed between its walls. At just under $23,000, the Grand Vitara X-Sport is a great value for people with active lifestyles.

Likes: Excellent fuel economy and performance, both on and off-road. Comfortable, well equipped interior with a spacious, versatile interior. The second row seats are easy to collapse and tumble out of the way.

Dislikes: Cheesy graphics on the spare tire cover make the car look cheap. The keyless ignition system uses the same ignition lock as the standard system. A start button would have made the system easier to use.

Base price: $19,199
Price as tested: $22,699*
Horsepower: 185 @ 6000 r.p.m.
Torque: 184 lbs.-ft. @ 4500 r.p.m.
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No  
Towing: No
Off-road: Yes
Bicycle friendly: Yes
Fuel economy: 19/23 m.p.g. city/highway

2004 Kia Sorento LX

By Jim Woodman

2004 Kia Sorento

As an automobile journalist, I remember being invited to a Kia press dinner in 1997. You’d think a stone crab dinner at one of Miami’s finest restaurants would have attracted a few journalists.

I was the only writer that showed.

Asides from being embarrassed by my fellow South Florida journalists and feeling bad for the Kia executives who’d traveled from California, I had the unique opportunity to learn what a largely unknown South Korean auto manufacturer had planned for the United States.

Back then, the idea of a South Korean manufacturer making a significant impact against the big Japanese automakers seemed as unlikely as peace in Iraq.

Today, asides from still turning a few heads on price, Kia has made huge headway on quality. Not only do their latest models dial you into all the creature comforts you’d find on any Toyota, Honda or Nissan, but they do so for thousands of dollars less.

Sorento LX

In August 2004, I had another unique opportunity to test drive a 2004 Kia Sorento LX during a two-week vacation with my wife and two young boys. The Sorento is Kia’s SUV offering and significant upgrade to their first SUV model, the Sportage. It clearly falls into the mid-size SUV class at compact-size pricing.

The idea was to drive from San Diego to Aspen, Colo. with an extended one-week stay in Sedona, Ariz. on the way back.

I would also bring a bicycle, hiking gear and enough distractions for 5- and 3-year-old boys to stay entertained during days with as much as five or six hours of driving.

Our Sorento came equipped with a 3.5 liter V6, 5-speed manual transmission that packed a surprising amount of pep, largely due to its 217 foot pounds of torque and very adequate 192 horses. In fact, even with the car fully-loaded, there was always plenty of power for highway passing, though this was largely due to the manual transmission and my ability to downshift when needing a mid-range acceleration.

The biggest difference I’ve noticed from the Kia models of the late ’90s is how much they’ve closed the gap on what I’ll call the Toyota standard. If you didn’t know you were in a Kia, you’d be hard pressed to tell the difference in quality and materials.

Make no mistake about it. This is a good-looking SUV. It sort of has a Mercedes Benz M-Class look from the front and a distinct wide-bodied look from behind. My boys loved the alpine gray color and were excited to ride in the “Kia” as they affectionately referred to it.

Solid feel all the way around

The Sorento felt solid all the way around. No rattling when you shut a door or rode over bumps. Dash controls, knobs and window levers all felt sturdy instead of cheap and plastic-like.

And even though I had a 2-wheel drive model, I got to compare driving off-road with an H2 Hummer through Sedona’s canyon roads. No question the Hummer is a better off-road vehicle, but on the exact same road supposedly only for 4-wheel drive vehicles, the Sorento had no trouble navigating the rocks and bumps and is very capable of off-road jaunts.

The Sorento gets excellent approach and departure angles because of its short front and rear overhangs, which makes sorting your way through rugged terrain possible without scraping. I also appreciated the narrow 36.4-foot turning radius, making it very easy to turn around on narrow roads or tight parking lots.

The Sorento is definitely not a sedan. It’s basically a mid-sized SUV on a truck body and — no surprise here — it rides like a truck. But when you consider what you get size and style-wise for what you’d pay for other compact SUVs, it’s easy to see why the Sorento is probably the most appealing vehicle made by the Koreans.

Absorb this for a few seconds and guess what you’d pay for an SUV outfitted with the same features: power windows and locks, dual front and side curtain air bags, heated outside mirrors, cruise control, remote keyless entry, AM/FM CD with 8-speakers, 8-way driver’s seat with lumbar support, illuminated vanity mirrors, alloy wheels, Michelin tires, roof rack, fog lamps, side step bars, three 12-volt power outlets, first aid kit, leather wrapped steering wheel, rear window defroster and wiper.

I doubt many in today’s world of $30K SUVs would believe you can score the Sorento with the above features for $20K and change. Plus when you factor in a 10-year 100-mile powertrain warranty, it’s easy to see why this may be the most compelling purchase for any vehicle just over $20,000.

Fuel economy sub par

Fuel economy is probably my only major gripe as the Sorento guzzles gas much as if it were an 8-cylinder. At an estimated 16 city mpg, and 19 highway, I can attest that we weren’t faring much better. Plus the fact I’m definitely one to take advantage of the 75 mph posted speed limits in Arizona and hover in the low 80s, makes it even harder to get decent mileage.

That said, the Sorento can easily cruise at 80 mph with no stress.
My only other gripe is that cargo capacity is a little tight when you’re hauling a family of four, with car seats, bikes and luggage. But the fact we could get everything we needed in this car for two weeks on the road shows it’s very doable. With the rear seat raised, there’s 31.4 cubic feet of cargo room.

If the rear seats, which can be folded down separately in a 60/40 configuration, are both down, you get 66.4 cubic feet of cargo capacity – plenty to lie a full-sized road or mountain bike on its side.

There are rumors of a 3-row, 7-adult seating configuration coming from Kia in 2006, either as a new model or new Sorento. This should definitely turn heads, especially within offices of the big three Japanese manufacturers.

Towing Capacity

The Kia can tow 3,500 pounds on a good day, which just barely gets it into the ALV (Active Lifestyle Vehicle) towing capability minimum. This isn’t the SUV you’ll want if you’re towing any decent kind of load.

Speaking of towing, our Sorento was also outfitted with a towing hitch, which allowed me to easily place a hitch-mount bicycle rack on the back. Great thing about the hitch-mount racks is that they easily swing out and allow you access to the rear tailgate.

The Sorento’s tailgate, which folded down when opened, also allowed us to lower the rear window separately by inserting the key.

From a safety perspective, my wife was very pleased with the fact the Sorento had standard side curtain air bags in addition to the front passenger ones. Amazing for a car at this price, we thought. Installing child car seats was a snap and the safety latches were conveniently located and easy to latch.

Anti-lock brakes an option

The only surprise was the fact anti-lock brakes are a $595 option on both trim levels. I would definitely add this option if I were buying the vehicle as you’re much better off in an emergency braking situation if your car is less susceptible to an uncontrollable skid.

When I think back to that dinner in Miami with the Kia executives, I’ll never forget their foreshadowing statements. While I don’t remember their exact words, the gist of their conversation was that while they may not be there today, they had a total commitment to building cars every bit as good as the Japanese.

And they would market these cars for thousands less. After two weeks in the Sorento, I would say Kia has almost delivered on that promise. I say almost because I wouldn’t put them at Toyota quality level quite yet.
But quality is so close, that my decision in choosing between similar models, such as the Toyota Highlander, would probably sway my decision towards Kia.

The 2004 Kia Sorento is available in two trim levels: LX ($18,995) and EX ($23,050), also available in LX 4WD ($20,800) and EX 4WD ($24,850).

Quick Facts:

Base price: $18,965
Price as tested: $20,930
Horsepower: 192 @ 5,500
Torque: 217 ft lbs @ 3,000
0 to 60: N/A
Antilock brakes: Option
Side curtain airbags: Standard
First aid kit: Yes
Towing: No
Off-road: Yes
Bicycle friendly: Yes
Fuel economy: 16 city / 19 hwy