2008 Volkswagen Rabbit S

Classic hatchback appeals to budget-conscious buyers.

By Nina Russin

Volkswagen Rabbit

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

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

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

Fast forward to a new generation of drivers

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

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

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

German car performance

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

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

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

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

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

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

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

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

Well equipped interior

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

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

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

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

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

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

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

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

Spacious cargo area

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

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

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

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

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

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

Quick facts:

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

2008 smart fortwo cabriolet

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

By Nina Russin

2008 smart fortwo passion cabriolet

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

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

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

I can put my arms around it

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

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

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

Day one: testing the waters

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

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

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

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

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

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

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

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

Keeping the revs up

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

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

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

Day two: hitting the highway

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

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

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

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

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

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

Not bicycle-friendly

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

Standard safety

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

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

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

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

A smart choice for active lifestyles?

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

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

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

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

Quick facts:

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

2008 Scion xB

A Better Box

By Nina Russin

2008 Scion xB

The xB was one of two cars that launched the Scion brand back in 2003, the other being the now-defunct xA. Based on a Japan market car called the “Black Box,” the funky xB won the hearts of buyers looking for an affordable alternative to sport-utility vehicles.

Though it couldn’t match the off-road capability of four-wheel drive trucks, the xB held a surprising amount of cargo, with fuel economy rivaling passenger cars. Monospec pricing and a sub-$14,000 MSRP appealed to first-time car buyers who were wary of the dealership experience, and wanted to avoid long-term loan payments.

This year, Scion rolls out an all-new xB with much-improved ride and handling, a more spacious passenger cabin and more room for cargo. Powered by a 2.4-liter four-cylinder engine that produces fifty-five more horsepower than the original car, the new xB is a more substantial vehicle while retaining the funky charm of the original.

In addition to the bigger engine, the new xB also has bigger wheels, four-wheel disc brakes, and more standard safety features, including antilock brakes, front, side and side curtain airbags, and vehicle stability control with traction control. Fuel economy is still above average for a crossover-utility vehicle: about 25 miles-per-gallon.

Scion has maintained its monospec, value pricing strategy. MSRP for the five-speed manual version is $15,650; $16,600 for the four-speed automatic. The base car includes many comfort and convenience features car buyers look for: remote keyless entry, air conditioning, a Pioneer, iPod compatible audio system, tilt steering wheel with redundant audio controls and power side mirrors. Buyers can customize their xBs with a few factory options including premium audio and navigation systems, or choose from a myriad of aftermarket products.

The test car has four options: a rear spoiler ($423), navigation system ($2010), floor mats ($144) and a security package ($423). Total cost, including a $580 delivery charge is $19,287.

Love it or hate it styling

I must confess that my reaction to the xB’s styling is that it’s a face only a mother could love. Then again, I’m about twice the age of the target buyer. In its favor, nobody can accuse the xB of having a bland exterior.

Though it maintains the basic box shape of the original model, designers added styling touches that meld the xB with the larger family of Toyota vehicles. A thick, angular rear pillar and roof spoiler are similar to elements on the current Toyota Highlander, while wrap-around headlamps mimic the current Corolla. The profile is more aerodynamic than the first xB, and larger wheels seem more proportionate to the body.

Two vertical taillamps serve as focal points in back. A single backup lamp in the left corner balances off the tailpipe to the right. Though it makes sense on the drawing board, it looks a bit odd on the actual car.

A standard rear wiper keeps the glass clean in rain and snow. Designers thoughtfully put the VIN number on the inside of the liftgate rather than the base of the windshield: it’s easy for the car owner to find, but not so for would-be thieves.

Urban interior

Inside, the styling is stark and urban: a Scion trademark. A four-gauge cluster on top of the center stack displays time, ambient temperature, fuel economy, and average speed. The navigation screen on the test car also displays audio settings. The screen flips up for loading in compact discs. The shift lever is located to the right of the steering wheel rather than in the floor console, leaving more room for storage.

Dark charcoal upholstery is attractive and practical: it doesn’t get as hot as leather, and it doesn’t show dirt. Though the seats lack lumbar adjustments, I found both front and rear seats to have adequate lower back support.

There are plenty of bins and cubbies around the front seats for holding small electronic devices, sunglasses, and paperwork. Two cupholders in the floor console are big enough for water bottles in the endurance athlete world. The center console bin is deep enough to hold compact discs. iPod and MP3 jacks plug into the front of the bin, while two pop-out cupholders for second-row passengers are stowed in back.

The glovebox is larger than average, with room to hold maps and paperwork. There is also a storage shelf above the glovebox. All four doors have large bottle holders and the front doors also have map pockets.

The car’s narrow greenhouse makes for a dark interior, especially without a moonroof. This is especially noticeable in the second row. On the upside, second row passengers have an abundance of head and shoulder room. Since the front-wheel drive xB has no transmission tunnel through the floor, it’s possible to seat three adults across the back. Legroom is adequate for small to medium-sized passenger: taller men may find the rear seats cramped.

Second-row seats fold flat to extend the cargo floor: a button to the outside of the seatbacks releases them. The xB meets our bicycle friendly standards. There are four tie-down loops on the cargo floor. An under-floor storage area has four bins that conceal valuables from prying eyes.

Both front seats fully recline, reminding me of my favorite feature in my ’66 Rambler. It’s too bad drive-in movie theaters have gone the way of the carburetor.

Ready for the open road

The problem with bringing Japan market cars to America is that nobody in Japan drives very fast. Roads in Japan are much narrower than here in the States, and traffic in Tokyo makes Manhattan look like a farm field by comparison.

Since the first xB was modeled after a Japan market car, it lacked the high-speed stability that American drivers need. Fifteen-inch wheels worked fine on surface streets, but they made the car feel wobbly on the interstate.

The new xB was built for American roads, and it shows. The new engine has plenty of power to keep up with traffic, and enough on the low end to make entrance ramps a non-issue. I would recommend the five-speed manual for those willing to live with a clutch: it gives the driver better control over the engine’s power, as well as having a big overdrive gear to maximize fuel economy when power demands are low. The gearbox is easy to shift, and the clutch is light enough for use on the streets.

Sixteen-inch wheels are a significant improvement over the smaller wheels on the outgoing model. Having maneuvered through some dense freeway traffic in Phoenix’s east valley, I can say confidently that the car is capable of commuting through typical urban traffic.

Four-wheel disc brakes make the car stop in a straight line on wet or snowy roads; they are also easier to service than drums. An electric steering pump under the hood reduces weight and provides good response at all speeds.

Visibility around the car is pretty good. The side mirrors compensate for the blind spots created by the D pillars; the biggest problem is knowing where the rear wheels are when backing into a parking spot.

Although the new car is longer and wider than the outgoing model, the xB remains a small vehicle. The xB is about fourteen feet long and five feet wide: it will fit into any parking space. Despite the tall cargo area, overall height is just over five feet: the xB will clear parking garage  ceilings and garage doors with ease. On the downside, five inches of ground clearance doesn’t leave much margin on unimproved dirt roads.

All cars come with a three year/36,000 mile warranty, that includes complimentary scheduled service at 5,000 and 10,000 miles. The 2008 xB is currently on display a Scion dealerships nationwide.

Likes: A practical crossover utility vehicle with above-average fuel economy and a spacious, versatile cargo area.

Dislikes: Thick D pillars obstruct visibility to the rear. The xB’s low ground clearance limits its use on unimproved dirt roads.

Quick facts:

Make: Scion
Model: xB
Base price: $15,650
As tested: $19,287
Horsepower: 158 Hp @ 6000 rpm
Torque: 162 lbs.-ft @ 4000 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: Standard
Bicycle friendly: Yes
Towing: No
Off-road: No
Fuel economy: 22/28 mpg city/highway
Comments: Base price does not include a $580 delivery charge.

2008 Scion xD

Scion’s newest hatchback is a super value at the gas pump.
By Nina Russin

2008 Scion xD

Bad news at the gas pump is good news for Scion. Toyota’s youth-oriented brand specializes in small, fuel efficient cars with edgy, urban styling. Now that the xA is out of production, the xD is the smallest Scion.

Scion makes the buying process simple with monospec pricing. The buyer chooses the transmission, color, and orders the car from a kiosk at the dealership. Dealers don’t keep a lot of inventory on the lot, but have access to a large inventory of cars, which can be delivered in a timely manner from various storage facilities.

Base price on the xD is $14,550. The subcompact hatchback meets all of our ALV safety requirements: antilock brakes, side curtain airbags and a first aid kit are standard equipment. The simple interior includes most of the comfort and convenience features buyers look for: cruise control, air conditioning, an iPod compatible audio system, remote keyless entry, and a tilt steering wheel with redundant audio controls.

Buyers can add a few factory-installed options, including a navigation system ($1950), satellite radio ($449), and vehicle stability control ($650). I’d recommend the vehicle stability control for anyone who travels along wet or icy roads: it controls wheel spin-out and excessive yaw to help the driver maintain directional control.

Average fuel economy for the xD with a five-speed manual transmission is thirty miles-per-gallon. Engineers maximized power from the 1.8-liter engine by keeping weight off the chassis. Curb weight is 2625 pounds: slightly more for the automatic. Buyers willing to push a clutch are rewarded with better gas mileage and better power.

The advantages of a small footprint

Its compact size makes the xD an excellent choice for city dwellers, who will appreciate the maneuverability on crowded streets and highways. The xD’s turning radius is 37 feet, allowing it to make the occasional U-turn with ease. The xD can slip in between two large trucks into a slightly undersized parking spot.

Though it’s no race car, the xD’s power and performance should satisfy the needs of most drivers. I found the car to have ample acceleration in the twenty-to-fifty mile-per-hour range, critical for merging into highway traffic. Cruising at speeds of seventy to seventy-five miles-per-hour, which is average for highways in and around Phoenix, is not a problem.

The xD rides on standard sixteen-inch wheels, giving the car a stable footprint. Steel wheels with wheel covers are standard. Buyers can upgrade to factory alloy wheels ($795), and add wheel locks ($65) to protect the wheels from would-be thieves.

The MacPherson strut front and torsion beam rear suspension provides a fairly supple ride. A standard front stabilizer bar keeps the car flat while cornering. An electric steering pump reduces weight under the hood, and provides good response at all speeds.

Visibility to the front and sides of the car is quite good. The side view mirrors compensate adequately for blind spots to the rear when driving, but thick rear pillars make parallel parking more difficult. A standard rear wiper keeps the back glass clean in rain and snow.

Functional interior

On the whole, the xD interior meets the needs of  buyers in its target market. There are three cupholders in the center and floor console, one of which is large enough for a water bottle. Map pockets in the front doors are designed to fit bottles as well, but they were too narrow to hold any of the water bottles I tried in them.

Designers simplified the gauge cluster by combining the speedometer and tachometer in one gauge: it takes some getting used to, but is fairly easy to read. A digital fuel readout displays the fuel level in the car’s eleven-gallon tank. A larger tank would have given the xD better range, but it would also add to the car’s curb weight.

Toyota is known for making quiet cars, which makes the xD’s noisy interior surprising. Road noise is obvious at all speeds, and is loud enough to interfere with the audio system.

The standard audio system includes an AM/FM radio, CD player, MP3 and iPod plug-ins.
a 12-volt power point at the base of the center stack recharges electronic devices and a small shelf next to the plug in is the perfect size for holding cell phones or PDAs.

Heating and air conditioning controls on the center stack are easy to reach from both front seating positions. Cooling the car’s black interior down in Phoenix summer weather was a good test of the air conditioning system, which it passed with ease.

The xD has no center console bin: designers substituted a two-piece glovebox in its place. While the top bin is large enough for compact disks, maps and paperwork, it is too small to hold a purse or small pack. Three small bins beneath the cargo floor are large enough to conceal valuables at the trailhead.

The back seats have plenty of hip and legroom for two adults, though taller passengers may find headroom lacking. The second-row seats fold flat to give the xD a large functional cargo space that meets our bicycle-friendly standards. I was able to load in four large cartons of running shoes and still see out the back window. Luggage and camping gear should not be a problem.

Though it won’t meet the needs of all athletes, the xD is as well suited to active lifestyles as any car of its size could be. In a time of shrinking budgets and burgeoning fuel prices the xD is a practical, affordable alternative for athletes who need a versatile cargo area, but can’t afford the expense or upkeep of a larger sport-utility vehicle.

The xD is currently on display at Scion dealerships nationwide.

Likes: An affordable subcompact car with exceptional fuel economy and a configurable cargo area that meets our bicycle friendly standards. The xD has a high level of standard safety, including antilock brakes, side curtain airbags and a first aid kit.

Dislikes: All but one of the cupholders are too small for water bottles. Visibility to the rear is restricted due to extremely wide D pillars.

Quick facts:

Make: Scion
Model: xD
Year: 2008
Base price: $14,550
As tested: $16,444
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: Standard
Bicycle friendly: Yes
Towing: No
Off-road: No
Fuel economy: 27/33 mpg city/highway
Comments: MSRP does not include a $620 delivery charge.

2008 Suzuki SX4 Crossover

Suzuki’s all-wheel drive hatchback packs a lot of content in a subcompact package.
By Nina Russin

2008 Suzuki SX4 Crossover

Last Fall, I was pleasantly surprised by the sporty performance of the Suzuki SX4 sedan. This week, I got behind the wheel of its five-door sibling, the SX4 Crossover. Standard all-wheel drive gives the crossover off-road capability, and an added measure of protection in wet weather.

On the down side, all-wheel drive adds weight to the hatchback: gas mileage is slightly worse than for the Sport. It also impacts ride and handling. Sixteen-inch wheels on the Touring grade improve the Crossover’s cornering, but it lacks the SX4 Sport’s high-speed finesse.

Having said that, drivers who need more cargo space than the SX4 sedan offers should consider the Crossover. For just under $17,000 Suzuki includes standard features rarely found in this price range: keyless entry and start, a XM ready, MP3 compatible sound system, four-wheel disc brakes with four-channel ABS, and standard electronic stability program.

Peppy, fuel efficient engine

Power for the SX4 comes from an inline four-cylinder engine. Both the block and cylinder heads are aluminum, minimizing engine weight. The engine reaches peak torque at 3500 rpm, so the driver can effectively use its power when accelerating into high-speed traffic.

Having seen many four-cylinder engines fall victim to broken timing belts, I love the fact that this one comes with a timing chain. It may be a little noisier, but it won’t leave the driver stuck on the side of the road with a string of bent valves.

The five-speed manual transmission is easy to shift. The clutch pedal is light enough to work in stop-and-go traffic, and the gears have enough range so the driver doesn’t have to shift constantly. A four-speed automatic transmission is available for drivers who don’t want the inconvenience of shifting.

Four-wheel disc brakes are firm and linear. Many compact cars in this price segment have rear drums, which don’t stop as well and are harder to service. The rear discs and standard antilock braking add value to Suzuki’s package.

Standard electronic stability program on the Touring grade uses the engine and brakes to prevent excessive yaw, and keep the wheels from spinning on wet surfaces. A shut-off switch on the center console gives the driver some extra control off-road, or when driving the car for sport.

Speed sensitive power steering adds more steering assist at lower speeds to make parking easier. Reduced assist at highway speeds gives the driver better control when making emergency evasive maneuvers.

While the Crossover is slightly less maneuverable than the SX4 Sport, it is easily capable of quick lane changes. Sixteen-inch wheels on the test car are an upgrade from fifteen-inch rims on the base model: they enhance the car’s footprint, improving stability on and off-road.

A toggle switch on the center console allows the driver to switch between front and all-wheel drive. On dry, paved roads, front-wheel drive optimizes the car’s fuel economy. An automatic setting engages the all-wheel drive, sending up to fifty percent of the engine torque to the rear axle when wheel slippage occurs. A lock mode for off-road driving maintains more power at the back wheels.

The SX4 Crossover has just under seven inches of ground clearance: ample for unimproved roads, and some off-road trails. The car’s short wheelbase gives it the ability to navigate through narrow turns.

Visibility around the car is good, with the exception of an annoying front pillar design. I’m not quite sure why designers put the A pillars so far forward. They are especially noticeable when cornering to the left.

Versatile interior

Inside, the SX4 Crossover has most of the features active buyers want, including a few they might not expect. Keyless ignition allows the driver to open and close the doors by depressing a button on the door handles, as long as the remote fob is in his pocket. The car has a traditional ignition switch rather than a start button, but it will start the car without the use of a key.

The standard cloth upholstery is attractive and more practical than leather for those who like to get dirty on the weekends. All four doors have map pockets and bottle holders. There are two additional cupholders in the floor console and one behind the center console: all big enough for water bottles.

Though there isn’t a center console bin, front passengers should find adequate storage space in the oversized glovebox, and two open shelves at the base of the center stack. A twelve-volt power point on the center stack can recharge electronic devices.

The Touring grade comes with an AM/FM and XM-ready radio, and CD player. The nine-speaker sound system is MP3 compatible. Redundant audio controls on the steering wheel allow the driver to change programming with a minimum of distraction.

Though Suzuki calls the SX4 a five-passenger car, few adults will want to sit in the center rear position, since the transmission tunnel limits legroom. Legroom in the outboard positions is adequate for smaller adults. Head and shoulder room are not a problem.

The 60/40 split second-row seats tumble forward to extend the cargo floor. It’s an easy two-step operation: levers on the seatbacks fold them flat, while straps in back of the seat cushions releases them. The SX4 Crossover meets our bicycle-friendly standards. Standard roof rails are useful for carrying additional cargo.

New front-wheel drive model with standard navigation rolls out this summer.

Suzuki is introducing a front-wheel drive version of the SX4 Crossover for the 2009 model year: the new models roll into dealerships this summer. Having not driven that car, I can’t say whether its performance will come closer to the SX4 Sport. But it will certainly do better at the gas pump.

Suzuki is spicing up the front-wheel drive package with a standard navigation system. In addition to the car being a steal at $16,000, an option package adds Bluetooth capability and Microsoft software, including real-time traffic, weather, local event listings and a gas station finder. Buyers who don’t need the all-weather or all-terrain capability of all-wheel drive should wait a few months till the ’09 SX4 Crossovers come out.

All Suzuki models come with a seven-year, 100,000 mile fully transferable warranty. Suzuki builds the SX4 Crossover at its assembly plant in Konsai, Japan.

Likes: An affordable car with standard features rarely found in this price range, including all-wheel drive, four-channel antilock brakes, and electronic stability program. The hatchback’s rear seats are easy to fold out of the way: it easily meets our ALV bicycle friendly standards.

Dislike: A pillars obstruct the driver’s forward vision.

Quick facts:

Make: Suzuki
Model: SX4 Crossover Touring AWD
Year: 2008
Base price: $16,870
As tested: $16,870
Horsepower: 143 Hp @ 5800 rpm
Torque: 136 @ 3500 rpm
Zero-to-sixty: N/A
Bicycle friendly: Yes
Off-road: Yes
Towing: No
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Fuel economy: 21/28 mpg city/highway
Comments: Suzuki is offering buyers three months of free gasoline with the purchase of any 2007 or 2008 model through June 30. Customers purchasing the SX4 Crossover receive a pre-paid card covering gasoline expenses up to $355.

2008 Suzuki SX4 Sport

Super value sport compact car
By Nina Russin

Suzuki SX4 Sport

Sustainable cars come in small packages. The Suzuki SX4 Sport, based on the Suzuki Swift, is a compact car that costs under $15,000 for the base grade, and averages 28 miles-per-gallon. It isn’t especially luxurious: all grades come with cloth trim, a two-liter four-cylinder engine, and choice of five-speed manual or four-speed automatic transmission.

But standard equipment includes almost everything the first-time buyer needs: antilock brakes, side and side curtain airbags, air conditioning, power windows, locks and heated side mirrors, cruise control, and a MP3 compatible audio system.

The upscale touring package adds standard electronic stability control, an upgraded 6-CD audio system and keyless start. iPod and Bluetooth connectivity are dealer-installed options, adding hands-free cell phone operation, and the ability to control iPod playlists through steering wheel-mounted audio controls.

The SX4 doesn’t pollute much because it doesn’t burn much gas. It meets LEV2 BIN5 standards. And since it runs just fine on 87 octane fuel, it doesn’t burn too much cash at the gas pump. Suzuki’s standard 7-year 100,000 mile warranty is fully transferable, boosting the car’s resale appeal.

Best of all, the SX4 Sport is fun to drive. Suzuki’s talent is in infusing its small cars with the nimble, spirited performance of its motorcycles. Engineers kept the SX4′s curb weight light, and made seventeen inch wheels standard, so it stays flat in the turns. With a wheelbase just over 98 inches, it’s nothing to park. Move a Hummer out of the way, and you can park two SX4 Sports in the same spot.

A hundred miles on a quarter tank of gas

A fuel meter in the SX4′s instrument panel displays real-time fuel economy numbers. Even on cold mornings, the engine heats up to operating temperature in about two minutes. After that, it’s not unusual for the car to average about thirty miles-per-gallon while cruising on city streets.

While it doesn’t have the acceleration of a sports car, there’s enough power in the twenty-to- fifty range to make merging into highway traffic a non-issue. The four-speed automatic transmission hunts more than a five speed would, and there is some shift shock. The gate shifter on the center console makes it easier to change gears without taking one’s eyes off the road.

Steering response is better than average at all speeds. One advantage of driving a smaller car is the ability to maneuver through traffic. The SX4 does it well, with good visibility to the sides and rear, and a suspension tuned for harder driving.

I found the triangular windows in front annoying: they obstruct visibility, to the sides, and seem to serve no practical purpose. Perhaps they were a cost cutting measure in the manufacturing. Heated side mirrors included in the convenience package are handy on cold mornings: they clear the frost off the surfaces quickly. Intermittent wipers and a rear window defroster are standard equipment on all models.

The SX4 Sport sits slightly lower than the Crossover, so it has a lower center of gravity. That in combination with the seventeen-inch wheels and low profile tires keeps the chassis flat. Electronic stability program is available as part of the touring option package: it uses braking and traction control to keep the front-wheel drive car from pushing in the corners, or skidding on slippery roads.

Versatile interior

I was surprised by how much head and shoulder room second-row passengers have in this relatively small car. Legroom is adequate if the front passengers are willing to move their seats forward. The standard cloth upholstery is attractive and practical. The driver’s seat has good lower lumbar support. A tilt steering wheel allows shorter drivers to maintain clear forward visibility.

The gauges are well laid out and easy to read, with red backlighting at night. The standard audio system includes an AM/FM radio, CD player and MP3 plug-in. All models are pre-wired for XM satellite radio. The touring package includes an upgraded 360-watt, nine-speaker audio system. Steering wheel mounted audio controls come with the convenience package.

All four doors have molded in bottle holders. There are two cupholders in front and one in the rear: all large enough to hold water bottles. One thing missing from the center console is a storage bin. There are a couple of small shelves in the center stack for stashing CDs and small electronic devices. The glovebox is large enough to hold the owner’s manual and some documents, but not much else. There are map pockets in the front doors.

A twelve-volt power point in the center stack is handy for recharging cell phones.

Spacious trunk

The SX4 Sport’s trunk is surprisingly large and deep for a compact car. It isn’t big enough for a bicycle, but I was able to load large cartons inside with ease. Those who plan to carry bicycles regularly might be better served by the Crossover model.

Standard safety

Antilock brakes, front, side and side curtain airbags are standard on all models. Front seatbelts with pretensioners are adjustable for drivers and passengers of different heights. There are three-point belts in three rear seating positions, but the car is too narrow for more than two to ride in the back seat comfortably.

All Suzuki cars come with a great warranty: good for seven years or 100,000 miles and fully transferable. The warranty includes free roadside assistance cars and free loaner cars when the vehicle is being repaired.

The pint-sized SX4 is on display at Suzuki dealerships nationwide.

Likes: The SX4 offers value-conscious shoppers a lot for the money, with a high level of standard safety, comfort and convenience features. The two-liter four cylinder engine has plenty of power and low-end torque for average city driving: a sport-tuned suspension and standard seventeen-inch wheels provide good steering feedback at all speeds. Fuel economy is excellent, averaging about 28 miles-per-gallon for combined city and highway driving.

Dislikes: The triangular front window obstructs visibility to the front of the car, especially when cornering.

Quick facts:

Make: Suzuki
Model: SX4 Sport FWD
Year: 2008
Base price: $14,770
As tested: $16,370
Horsepower: 143 Hp @ 5800 rpm
Torque: 136 lbs.-ft. @ 3500 rpm
Zero-to-sixty: N/A
Bicycle friendly: No
Off-road: No
Towing: No
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: Not available
Comments: Base price does not include a $625 destination/handling charge.

2008 Ford Focus SES

The Focus offers sporty performance at a super-value price 
By Nina Russin

2008 Ford Focus

As its name suggests, the compact Ford Focus sets its sights set on young, first-time car buyers. The model first introduced at the 1998 Geneva Motor show has evolved in breadth and depth to include three trim levels, with appealing features such as Ford Sync, satellite radio, aluminum wheels, Pirelli tires, heated seats and leather trim.

Designers refreshed the car’s exterior for the 2008 model year, using cues from the Fusion. The restyle adds some European character, and should appeal to the car’s intended audience.

The test car is the upscale SES grade, equipped with a sport suspension, sixteen-inch wheels, chrome exhaust tips and a rear spoiler. The standard two-liter engine with optional four-speed automatic transmission averages just under 30 miles-per-gallon: a boon in these days of soaring gas prices. My week-long test drive consumed about half a tank of fuel.

The optional leather trim is stylish and comfortable: heated front seats made the cold morning drives to the trailhead more pleasant. Other options on the car include the MP3 compatible sound system upgrade, ambient interior lighting, satellite radio, a power moonroof, antilock brakes and traction control.

I find it odd that antilock brakes and traction control aren’t standard equipment, especially since Sync is. As much as I like the idea of voice-activated telephone and audio controls, I would think that such basic safety features would take precedence.

A fun ride

While the Focus is by no means a sports car, the 140-horsepower engine has plenty of power for average city and highway driving. The Focus is a relatively light car: the sedan weighs just over 2600 pounds. The light chassis gives the small engine the ability to accelerate well, especially in the twenty-to-fifty mile-per-hour range.

Driving enthusiasts should opt for the five-speed manual transmission to get more power out of the engine. Ford offered a SVT hatchback version of the first-generation Focus for the tuner world, but hasn’t announced any plans for a high-performance version of the current model.

Because of its small footprint, the Focus is easy to maneuver through traffic: something I appreciated driving along Phoenix highways during rush hour. The car is easy to park for the same reason. Visibility is good all the way around the vehicle with no obvious blind spots. The SES grade has redundant steering wheel audio and cruise controls which minimize driver distraction.

Four wheel independent suspension isolates passengers from bumps in the road, while front and rear stabilizer bars keep the chassis flat in the corners. The brakes are firm and linear, though I would have preferred rear disks to drums. Drum brakes tend to fill up with water in bad weather, so they don’t stop as well. They also tend to build up rust ridges, so its harder to replace brake shoes than the pads on the discs.

The upgraded wheels and tires enhance the exterior styling, and give the car a slightly larger footprint. Drivers who tend to push the envelope will appreciate that.

Quiet, comfortable interior

Ford has led the industry in reducing noise intrusion through the use of special sound deadening materials around the cabin as well as quiet steel. Engineers did their homework with the Focus in the wind tunnel, reducing noise intrusion in key areas such as the windshield and around the side view mirrors. The Focus is as quiet inside as many luxury cars, at a fraction of the price.

As a music enthusiast, I love any vehicle that comes with satellite radio: it provides hundreds of commercial-free stations with music styles ranging from jazz to hip hop, world, and alternative. Given access to Sirius, I’m an Alt Nation junkie.

The Sync system allows the driver to use voice prompts to play downloaded MP3 files. While voice activated command systems in cars are nothing new, Sync integrates a lot of electronic devices from phones and PDAs to iPods as well as the optional navigation system. The only downside is the thick manual that comes with the system. Car companies should know by now that buyers rarely read owner’s manuals. I liked the one page cheat sheet I got with the test car much better.

The optional ambient lighting adds low level lamps in the cupholders and around the footwells. The driver can choose among seven lighting colors using a switch on the dash. The additional lights make it easier to find small items such as garage door openers and cell phones while driving at night.

I found the front seats to be comfortable with plenty of lower back support, ample shoulder and head room. The center stack controls are well laid out and easy to access from either front seating position. An information screen at the top of the center stack is easy to read without obstructing the driver’s forward view.

Since the Focus is a small car, the rear seats don’t have a lot of legroom. Buyers who need seating for more than two people might want to look at the larger Fusion. The trunk is good sized and well laid out.

A pass-through allows drivers to fold the 60/40 split rear seats flat to extend the cargo floor, making it possible to shoe a bike inside with the front wheel removed. But sedans are far from ideal for people carrying lots of large equipment. Those who regularly carry bikes in their vehicles would want to add a rear hitch or roof rack.

Standard safety

Ford’s safety canopy, first introduced on its minivans, is standard on the Focus. Tethered side curtain airbags hold passengers in place during a rollover. If passengers aren’t belted in, the side curtain airbags slide between the windows and occupants as they inflate.

With trucks comprising over fifty percent of the vehicles on the road, small car drivers have to be careful. Not only do small cars weigh a lot less than trucks, but they tend to fall below the truck driver’s sight line. Passive safety features such as airbags, door beams and crumple zones can make the difference between walking away from an accident and landing in the hospital.

Other standard safety features on the Focus include front and side airbags, and a tire pressure monitoring system.

Overall, the Focus is a good package for buyers on a budget. With a base price of $16,995, it should compare favorably with offerings such as the Scion tC, Mazda3 and Kia Spectra. The sporty Focus is waiting for test drives at dealerships nationwide.

Likes: The upscale Focus offers a high level of comfort and convenience features at an affordable price. Features such as Sync, leather trim, satellite radio and heated seats give the Focus a luxury car feel. The two-liter engine with four-speed automatic transmission provides ample power, with fuel economy averaging just under thirty miles per gallon.

Dislikes: Antilock brakes and traction control should be standard equipment.

Quick facts:

Make: Ford
Model: Focus SES sedan
Year: 2008
Base price: $16,995
As tested: $20,825
Horsepower: 140 Hp @ 6000 rpm
Torque: 136 lbs.-ft. @ 4250 rpm
Zero-to-sixty: N/A
Bicycle friendly: No
Off-road: No
Towing: No
Antilock brakes: Optional
Side curtain airbags: Standard
First aid kit: N/A
Fuel economy: 24/33 mpg city/highway
Comments: Base price and price as tested include a $620 destination charge.

2008 Nissan Versa 1.8 S HB

The Nissan Versa is a stylish hatchback with exceptional fuel economy, priced under $15,000.
By Nina Russin

2008 Nissan Versa

People love to hate hatchbacks. For those of us old enough to remember the AMC Gremlin, that bias isn’t unfounded. But unlike the subcompacts of the 1970s, today’s hatchbacks are sporty, versatile, and fun to drive. The Nissan Versa competes against the likes of the Mazda3 and Kia Spectra: all five-door subcompacts that are big on fuel economy and versatility.

The Versa hatchback has a sportier exterior than its sedan counterpart, and the two-box configuration gives it more cargo room. Best of all, base price on the S grade is under $13,000. The test car, fitted with optional cruise control and antilock brakes, costs $14,535 including the destination charge.

Power comes from a 122-horsepower four-cylinder engine and six-speed manual gearbox. As small as the engine is, the manual transmission is the best choice. I found myself just under redline when I accelerated onto the highway, and when passing. There’s so little torque that it’s hard to start up in second gear. Then again, with average fuel economy of 29 miles-per-gallon, second-gear starts aren’t really necessary. My only concern is long-term durability on a drivetrain that has to work so hard to develop power.

The six-speed transmission is easy to shift, and the clutch is light enough that stop and go driving isn’t difficult. Gears have a reasonable amount of range. There’s a reverse lockout ring that protects the only gear without synchros. The shift lever is longer than it needs to be, more like a truck shifter. I never used the sixth gear. Driving around town, I wanted to stay well within the power band, which was easier to do in fifth.

The front-wheel drive configuration keeps most of the weight over the front axle: a plus on wet or snow-covered roads. The Versa can easily take on the occasional dirt road but don’t try negotiating a challenging trail. Ground clearance is a scant six inches, and lack of all-wheel drive means the engine can’t send torque to the rear wheels if traction gets dicey in the front.

Great fuel economy is one of the Versa’s biggest assets. A hundred miles of city and highway driving ate up just over a quarter of the car’s 13-gallon tank. In addition to having a rather small engine, the Versa is also very light. Curb weight on the hatchback model is about 2,700 pounds. Use of high-strength, galvanized steel makes the unit body more impact and rust resistant.

Front and rear stabilizer bars keep the car flat in the corners. The suspension is reasonably compliant, braking is firm but not grabby, and the power-assist steering yields a good on-center feel. The fifteen-inch wheels are big enough to keep the car stable at speed, though I’d prefer mags to hubcaps. Visibility around the car is good: I didn’t notice any obvious blind spots.

Considering its price, the Versa has a high level of standard safety features including front, side and side curtain airbags, a tire pressure monitoring system and active head restraints that help to prevent whiplash during a rear-end collision. The standard halogen lamps throw a good beam of light at night. A standard rear wiper keeps the large back window clear of rain and snow.

Antilock brakes are available as a $250 option, that also includes electronic brake force distribution and brake assist. That’s not a bad price for antilock brakes but there’s a catch. The option is only available if the buyer also adds the $700 power package that includes power windows, locks and remote keyless entry. Cruise control is a stand-alone $200 option.

Comfortable seating for four

The interior is simple but well laid out. I found the driver’s seat easy to adjust, with adequate lower lumbar support. I was surprised at how comfortable the second-row seats are: there is plenty of leg and headroom for the average adult. Cloth upholstery is standard. Front doors have map pockets with bottle holders, while the rear doors have map pockets. The center console includes two large cupholders for the front passengers and two for the passengers in back, as well as a 12-volt power point and change holders. There is a nice size covered shelf above the audio controls large enough to hold several compact discs, a cell phone or PDA. The glove compartment is pretty small: big enough for the owner’s manual and registration, but not much else.

The standard audio system includes an AM/FM radio and CD player. Buyers who want to upgrade the audio system, add a MP3 jack, Bluetooth compatibility or satellite radio need to buy the more expensive SL grade.

The second-row seats collapse by pulling a loop on the seatback. It’s a simple, one-step operation. I was sorry to see that the seats don’t also tumble forward: doing so would make the extended load floor flat. With the second-row seats in place, there’s enough room in back for some luggage or a week’s worth of groceries. Folding the seats makes the cargo area large enough for a bicycle, though the bump created by the second-row seats makes it harder to slide the bike inside. People who ride regularly will probably want to add a roof-mounted rack. A standard cargo cover is easy to remove in order to load tall cargo in back.

After driving the Versa for a week, I’d have to say that it’s an easy vehicle to live with: small and maneuverable around town with adequate power for the highway. I enjoyed being able to slip into small parking spaces and still have some room left over. I also enjoyed racking up the miles without stopping at the gas station to fill up.

The Nissan Versa is produced at Nissan’s Aguascalientes, Mexico assembly plant, and is currently on display at dealerships nationwide.

Likes: The Versa hatchback is a lot of car for under $15,000, with comfortable seating for four, a high level of standard safety features and exceptional fuel economy.

Dislikes: The 1.8-liter four-cylinder engine is short on low-end torque.

Quick facts:

Base price: $12,650*
Price as tested: $14,535
Horsepower: 122 Hp @ 5200 r.p.m.
Torque: 127 lbs.-ft. @ 4800 r.p.m.
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No 
Towing: No
Off-road: No
Bicycle friendly: Yes
Fuel economy: 26/31 m.p.g. city/highway
Comments: *Base price does not include a $625 destination charge.

2007 Jeep Compass Sport 4X2

Affordable Crossover
By Nina Russin

2007 Jeep Compass

Jeep calls the compass a sport-utility vehicle, but it’s more of a crossover. The first front-wheel drive Jeep shares chassis components with the Dodge Caliber and Jeep Patriot. All three vehicles are produced on the same assembly line: flexible manufacturing allows engineers to tweak each car for a different purpose. The Caliber is the most car-like platform, intended primarily for paved roads, while the trail-rated Patriot has good off-road traction thanks to all-wheel drive, hill descent control and crawl ratio gearing.

The Compass falls somewhere in-between. It has the Patriot’s high ground clearance, and when equipped with optional all-wheel drive, can navigate some moderate trails and sand dunes. While both Patriot and Compass share the same automatic transmission, the Compass is not available with the optional crawl ratio. It also lacks the underbody cladding that protects chassis components from rock damage, and allows the Patriot to ford deep water.

The front-wheel drive Compass has some advantages over the Patriot for buyers who rarely drive off-road. Fuel economy is a big one. While the all-wheel drive Patriot averages twenty-two miles-per-gallon, the Compass gets almost twenty-six. The Compass is also more affordable: almost five thousand less for the front-wheel drive base model than the four-wheel drive Patriot.

Both cars run on a 2.4-liter four-cylinder engine developed as a joint venture between DaimlerChrysler, Hyundai and Mitsubishi. The manufacturers reduce production costs by pooling their collective engineering resources, and producing the engines in large numbers as a dedicated assembly plant.

While the 172-horsepower engine isn’t exactly a barn burner, it has enough power for urban driving: decent acceleration off the line, and enough high-end power to pass other cars on the highway. Variable valve timing allows engineers to maximize fuel economy while maintaining enough torque to make the car accelerate hard.

The continuously variable transmission lacks the shift shock of normal automatic transmissions, and also contributes to better gas mileage. There was a noticeable chuggle on the test car during deceleration: probably the torque converter clutch solenoid disengaging.

In order to save gas mileage the transmission uses a friction coupling when the car is cruising, and converts back to a liquid coupling when the driver speeds up or slows down. The torque converter clutch solenoid engages and disengages the friction coupling.

I also noticed some rough idle, especially when the air conditioner was set at maximum. The air conditioner places additional load on the engine, so it comes close to running too lean. The symptom is more vibration than normal: not great performance, but probably something an owner could learn to live with.

Seventeen-inch wheels and all-season tires are standard on the sport model. They provide a wide and stable footprint for driving on paved roads. The standard undersized spare works fine on paved roads, but isn’t as good as a full-sized spare on trails and graded dirt roads. Buyers who plan to drive any distance off-road should probably opt for all-terrain tires and a full-sized spare: available from the factory. Standard discs give the Compass firm, linear braking, while the four-wheel independent suspension allows both rows of passengers to ride in comfort.

Rack-and-pinion steering provides good handling characteristics on the highway. It is easy to maneuver through traffic, and has a positive on-center feel for making quick lane changes or emergency maneuvers. Turning radius is a touch over 35 feet.

Ground clearance is just over eight inches: enough to clear errant rocks and roots on a dirt road. Engineers positioned the wheels close to the corners of the car to keep the front and rear overhangs short. The angles of approach and departure are sufficient to ascend and descend the types of steep hills one finds on dirt roads and trails.

The Compass is not a good car for towing, partly because it’s front-wheel drive, and also because the engine lacks sufficient power. Even with the optional trailer tow package, towing capacity is only 2000 pounds: far below our minimum active lifestyle vehicle standards.

Standard safety features include traction control, antilock brakes, electronic roll mitigation and electronic stability program. Front and side curtain airbags protect both rows of passengers in the event of a serious collision.

Durable interior

I love the interior of the Compass because it’s simple and practical. The test car has optional YES essentials fabric that resists stains and odors. As someone who often enters cars dripping with sweat, it’s a huge benefit. I didn’t have to keep a towel on the driver’s seat to avoid staining the fabric. In the southwestern summers, cloth upholstery is far more comfortable than leather.

The manually adjustable seats are easy to use and comfortable. A standard tilt steering column allows me to find a comfortable driving position, and keep the wheel low enough so not to obscure my view of the road. The center armrest slides fore and aft to accommodate drivers of different sizes. The armrest lid opens to reveal a small pocket for holding a MP3 player, PDA or cell phone. Passengers will find the large map pocket above the glove box a handy storage spot.

The test car has the standard sound system: an AM/FM/CD changer with a MP3 jack. Audiophiles can upgrade to a Boston premium sound system with Sirius satellite radio.

The second-row seats are comfortable enough for a long road trip, although taller passengers may be squeezed for legroom. While the Compass has three seating positions in back, it holds two adults comfortably. Second-row passengers get their own cupholders, in the back of the center console: they are large enough to stow water bottles. All four doors have map pockets.

Anyone who lives in a warm climate will want to purchase air conditioning: a $2850 option package on the Compass Sport. The option includes tinted glass, power mirrors, windows and locks, a 115-volt power point, remote keyless entry, and a rechargeable lamp that can be removed from the car and used as a flashlight.

The other major option on the test car is a driver convenience group package that adds an ambient temperature display, fuel meter, and tire pressure monitor. The fuel meter shows the predicted driving range. For reasons I don’t quite understand, it seemed to jump around a lot. I would turn off the ignition with the meter reading “200 miles to empty,” and find it at “220 miles to empty” when I turned the ignition back on. For that reason, it seemed more annoying than useful. I would rather look at the analog gas gauge, and fill the tank before it’s running on fumes.

The vinyl load floor in the cargo area is removable for cleaning: another great feature for anyone with an active lifestyle. The rear seats fold down using straps to the sides of the seat cushions. It’s an easy system to use. With the rear seats flat, the Compass will easily hold a bike or two with the front wheels removed. The liftgate is easy to use for people of most sizes, and reveals a large opening that makes the back easy to load up. Roof rails are standard on all models.

Total price on the test car is just over $20,000, making the Compass an affordable car for people who want some extra cash in the bank for athletic gear. The Compass is produced at Chrysler’s Belvedere, Illinois plant, and is currently on display at Jeep dealerships nationwide.

Likes: Affordable, versatile crossover with good fuel economy, an attractive and practical interior, and plenty of room for four adults. While it is not trail rated, the Compass has enough ground clearance and standard traction control, for driving in snow or on unimproved dirt roads.

Dislikes: The second-row seats may be short on legroom for taller passengers.

Quick facts:

Base price: $15,550
Price as tested: $20,615
Horsepower: 172 Hp @ 6000 r.p.m.
Torque: 165 lbs.-ft. @ 4400 r.p.m.
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No
Towing: No
Off-road: No
Bicycle friendly: Yes
Fuel economy: 24/27 m.p.g. city/highway

2007 Jeep Patriot Limited 4X4

Affordable fun
By Nina Russin

2007 Jeep Patriot

In 1958, my parents paid twenty-five thousand dollars for the house I grew up in. Today houses cost ten times that, and the average cost of a new car is twenty-six thousand. Since most of us don’t earn ten times what our parents did, this presents a problem.

Pricing is what makes the Jeep Patriot special. For under $15,000, buyers can get a sport-utility vehicle with off-road capability, a spacious cargo area and seating for five. Call Patriot the poster child for our best value category.

The test car is the upscale Limited grade, with the Freedom II off-road package, including skid plates, hill descent control, tow hooks, locking differentials and a full-sized spare. It also has some extra creature comforts such as leather trim, satellite radio, ambient temperature display and compass. Put simply, it’s the fully loaded package. Cost is $25,295: a jump up from the base model, but still a good value. Fuel economy is a respectable 21/23 miles-per gallon city/highway.

I’m not saying that the Patriot is a perfect car: the four-cylinder engine is anemic in a vehicle this size, and the gas tank should be bigger, to give the car better range. But having driven the car for a week, I found those flaws pretty easy to live with.

Chrysler contained engineering and production costs via its alliance with Mitsubishi and Hyundai. The Patriot’s four-cylinder engines are part of the joint venture, produced at a dedicated plant in Dundee, Michigan.

The Limited has the larger engine: a 2.4-liter block, that produces 172 horsepower and 165 pound-feet of torque. The Patriot is available with either manual or automatic transmissions. The test car has the automatic: a continuously variable transmission with a low-end crawl ratio for off-road driving.

The Patriot is capable of accelerating hard enough to merge onto the freeway and pass at high speeds as long as it isn’t hauling too much weight. Towing capacity is 1000 pounds: 2000 with the trailer tow group option. That’s well below the 3500-pound minimum we use to identify vehicles with good towing capability.

While it isn’t a speed demon, the Patriot is certainly a pleasant car to drive. The four-wheel independent suspension gives it a compliant ride both on and off paved roads, while the rack-and-pinion steering provides steering response typical of smaller passenger cars. Braking is firm and linear.

The test car comes with 17-inch wheels and tires: an upgrade from the 16-inch rims on the base model. It also has a full-sized spare mounted under the cargo floor as part of the off-road option package. All season tires aren’t ideal for off-road driving, but they are adequate for graded dirt roads, and they are quieter on paved roads than off-road treads.

Driving the car through dense traffic, I found visibility to be good all the way around the vehicle. The Patriot cruised along at highway speeds comfortably, and had enough high-end power to pass when necessary.

Testing the air conditioning in the heat of the day, I was impressed with its ability to cool the interior down quickly and maintain a comfortable temperature. When the mercury reaches 115 degrees Fahrenheit, there are more expensive cars that can’t pass the test.

Attractive, spacious interior

Both rows of passengers have ample leg, shoulder and headroom. The Patriot will hold four adults comfortably: five for a short trip. The seats have manual adjustments that are easy to use. There is a lumbar adjustment on the driver’s seat. Heated front seats are standard on the Limited model.

Both front doors have map pockets and smaller cubbies for a cell phone or PDA. The armrest on the center console slides fore and aft to accommodate drivers of different sizes. It flips open to reveal a small pocket for cell phones or MP3 players.

There is a 115-volt power outlet in the center console, and a 12-volt power point on the instrument panel. Power locks and power fold-away mirrors are standard.

The audio and temperature controls are easy to reach from both front seating positions. A shelf above the glovebox stows maps or paperwork.

The gate shifter is located in the center stack, keeping the center console open for cups, bottles and storage. The audio system includes an AM/FM radio, Sirius satellite radio,  CD player and MP3 jack. In back, the rear speakers flip down from the tailgate to send music outside the car.

Rear passengers have two cupholders in the back of the center console as well as bottle holders in the door pockets. The 60/40 rear seats flip down using a pull-strap located outboard of the seat cushions. It’s a quick operation that makes the Patriot bike friendly.

The cargo floor is textured plastic: a durable material that’s easy to clean. There are four tie-down hooks around the cargo floor. With the rear seats in place, I had enough room to stash several large cartons. A tonneau cover keeps the items in back out of sight.

Standard safety

The Patriot is laden with standard safety features, including antilock brakes, front and side curtain airbags, and electronic stability program with roll mitigation. A button on the instrument panel turns off the electronic stability program so drivers can maneuver through uneven terrain off-road. There are also tow hooks to the front and rear of the car, in case it gets stuck in a rut.

The all-new Patriot is on display and ready for test drives at Jeep dealerships nationwide.

Likes: An affordable off-road vehicle with seating for five, a high level of standard safety features and a well-designed cargo area. The bike-friendly Patriot offers people with active lifestyles a car that should fit their needs, at a price that won’t break the bank.

Dislikes: The four-cylinder engine lacks low-end power. Towing capacity does not meet our active lifestyle vehicle standards. The gas tank is too small and limits the car’s driving range.

Quick facts:

Base price: $14,985
Price as tested: $25,295
Horsepower: 172 Hp @ 6000 r.p.m.
Torque: 165 lbs.-ft. @ 4400 r.p.m.
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No
Towing: No
Off-road: Yes
Bicycle friendly: Yes
Fuel economy: 21/23 m.p.g. city/highway