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2011 Jeep Grand Cherokee

Finally, we have some new product coming from Chrysler and what a product! The 2011 Jeep Grand Cherokee is a sharp looker and has a lot going for it…and even more riding on it!

Not even for sale yet, the marketing campaign has already begun, hyping the new GC for all it is and what it is supposed to be. We are definitely looking forward to seeing this one in the metal (hah!) and seeing just how well it is put together.

As you can see from these photos we got from the Chrysler Media Web Site, there will be many options and a higher quality to the GC than what we’re used to , according to Chrysler execs featured in a promo video on the press kit web Site. One commenter stated that the new GC takes you from the trails to the symphony, all in luxury and comfort.

Yes, you read “press kit Web Site”. Long gone are the days of perusing the paper press kit, usually bound in a customized folder or folio for the vehicle you need info on. No, today you get all your information from the Internet and that really isn’t a bad thing as you now get photo and video accompaniment for all that useful data, but I digress.

What you get with the new GC is a whole lot of good stuff and some new innovations for the segment, like the Quadra-Lift™ air suspension system that provides height control and lifts the vehicle from 4.1 in. in Park to a maximum ride height of 10.7 in. Couple that with your choice of three different 4X4 systems (Quadra-Trac I®, Quadra-Trac II® and Quadra-Drive® II with rear Electronic Limited-slip Differential) and the new Selec-Terrain system (for Quadra-Trac II® and Quadra-Drive® II) that offers five different settings to get you through almost any driving condition: Auto, Sand/Mud, Sport, Snow and Rock.

Power delivery in the new GC comes from Chrysler’s all new, flexible fuel V6 that displaces 3.5-liters, has variable valve timing and is rated at 290 horsepower and 260 lb.ft. of torque, which should allow the new GC to tow up to 7400 pounds! And, according to the company, this engine should deliver an 11 percent increase in fuel economy and yield 23 miles per gallon, which should translate into 500 miles driven on a single tank of gas. What we here in America won’t get is a choice of diesel over the gasoline engine.

On the outside, there’s all-new sheetmetal, with a sculpted body and cleaner lines, with a fashionable use of chrome in key spots, like the seven-slat grill up front and the bar connecting the taillights in the rear. And don’t forget the newly available 20-inch wheels and Bi-Zenon HID headlamps, to make your new GC all pimped out.

Inside, you’ll find a plush cockpit with a plethora of infotainment features like FLO TV, Sirius Backseat TV, Uconnect Web, Navigation and phone and Bluetooth connectivity…to name a few items. And don’t forget the Premium audio option with nine speakers, surround sound and a 506-watt sub!

What you won’t get inside a GC is seating for more than five people. No, that league belongs to the Commander and rightly so, since you wouldn’t want all those people travelling with you on your weekend trips or to the symphony, which should be just you and your honey.

It’s a sharp ride and one the Chrysler desperately needs if it wants to stay afloat in today’s automotive world.

Click here to view the whole shebang yourself, in all it’s gory detail: http://www.2011jeepgrandcherokeepresskit.com/data/GC-overview.html

A Gift, From BMW To America

To: Zach

From:Autoextremist.com/Peter De Lorenzo:

“BMW of North America has announced a production run of thirty identically-equipped 2011 Frozen Gray M3 Coupes for the United States in honor of the 25th anniversary of the original BMW M3. The 2011 Frozen Gray M3 Coupe features a special matte-gray paint and unique Fox Red / Black bi-color Novillo leather interior. According to BMW, "Compared to conventional exterior colors with gloss finish, the sculpture-like character of Frozen Gray paint highlights the athletic contours of the M3." To achieve this luster, a special BMW ColorSystem silk matte clear coat is applied over the Space Gray Metallic base coat. This will be the first and only opportunity to obtain Frozen Gray Metallic exterior paint on the M3 for the 2011 model year in the United States. Each of these special M3 Coupes will be powered by the 4.0-liter, 414-horsepower M V8 and equipped with BMW’s M Double Clutch Transmission (M DCT). Also included is the new M3 Competition Package, which adds an exclusive set of 19-inch wheels and other upgrades. BMW M enthusiasts will be able to reserve a 2011 Frozen Gray M3 Coupe by dialing 1-800-245-4269 no earlier than 11:30AM Eastern Time (8:30AM Pacific) on Monday, June 21, 2010. The price? It will have a MSRP of $77,600 and it will be available for delivery in late June 2010 through Authorized BMW Centers. The production run will be completed by the end of July. Additionally, each purchase of the 2011 Frozen Gray M3 Coupe will include a one-day enrollment at the BMW Performance Driving School in Spartanburg, South Carolina.”

Thank you Mr. De Lorenzo…please don’t sue….

More Reviews Posted Elsewhere

 http://androidheadlines.com/2010/06/adw-launcher-a-incredible-home-replacement-app-android-app-review.html 

Posted via Blogaway from my Motorola DROID

The New Ford Fiesta!!!

I just saw a commercial of the new Ford Fiesta and wow-ee that is one hot car!!!

Check this out!!!!

Very sharp in deed!

Ford is also touting 15, count ‘em, 15 key features that set the Fiesta apart from the rest of the cars in its class.

Among those key features is a claimed 40 miles per gallon, available Sync, available dual-clutch six-speed automatic transmission, and integrated blind spot mirrors.

Fiesta will be initially available as a sedan and 5-door (shhh!!) hatch.

It will have a 1.6-liter Duratec inline four-banger with variable camshaft timing making 120 horses and 112 lb.-ft. of torque. The standard tranny is a five-speed manual, which should make the enthusiasts out there happy.

Inside, you’ll find the availability of leather seats with heat, a four-inch LCD multi-function display and seven combinations of seat material colors to choose from for the interior.

The dash looks a lot like that found in the new Buick LaCrosse; modern, stylish and somewhat sexy with the curves and different textures.

Fiesta is suspended my MacPherson struts up fron t and a twist beam in back, which should give the vehicle decent handling and a good ride.

The bottom line is the Ford may have done it again. They are the most profitable American car company today due to all the great product they have available in showrooms. It won’t be long before we see if Fiesta is their next big hit!

And now a Retro Review…the last of the last of 2002:

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2002 Cadillac Deville DTS

A Big Car with a Plush Ride? Must be a Caddy

by James E. Bryson

What truly can be said of the latest big Cadillac? It's the Cadillac of…Cadillacs? Can you think of another word for thesaurus?

That's the dilemma we faced when we were given the keys to a 2002 Cadillac Deville DTS for a week's worth of driving and critiquing. What a difficult job we have.

The Cadillac Motor Division of General Motors has been a pioneer in luxury automobiles for 100 years and is poised to lead a new generation into the next millennium with their Art & Science commingling; giving us a fresh, modern approach to the automobile with attractive angular designs and gobs of the latest technology.
Cadillac's biggest car right now, the Deville was redesigned a few years back and was transformed into a remarkable vehicle. Some of our first thoughts, looking at the white diamond tester, were of awe. It's clean, sleek lines and largess, coupled with the mere fact that it was the big-daddy Cadillac, gave us goose bumps just thinking about what this car is; a mode of transportation that most people can only dream about.
Granted, it's no Mercedes or BMW, but this car can hang with the biggest of the German luxo-cruisers in size, weight and comfort. Where the Cadillac falls short is handling.

We didn't take the car on our normal test loop because of its girth, but we did head out into the local wine country and had a blast taking the long sweeping turns at super legal speeds. What we didn't like was the wallow that has been a Caddy trait for as long as this writer can remember. Though the suspension damped more of these sensations than on previous editions, it's still present and is a big factor that could keep Cadillac out of certain buyer's thoughts.

Out in the real world however, the Deville seems to demand respect everywhere it travels. We found that most people, like us, were in awe of it, if not for the high sticker price above $50,000 then for all the features and comfort items it came with.

When we first got into the driver's seat, we were struck by the clean instrument panel and dashboard. The zebrano wood trim was tastefully placed and felt good under hand on the steering wheel. The seat itself was extremely comfortable, thanks to the "massaging air bladder" system and the firm, but comfy cushions. Finding the right driving position took some time, mostly because the 10-way seats had so much adjustability and room for movement.

The back seat, with its heated seats and rear seat climate controls, was almost as comfortable as the front. We went out one Saturday afternoon with a couple of friends and all four of us were snug as bugs in a rug. The seats held us in place during spirited maneuvers and after a good four hours of nothing but driving, we felt relaxed and ready for more. GM has always had good seats but these were above average in all resects.

And, for such a large car, we were not disappointed with the trunk. There was enough space in there for the Indoor Football League to commission it as a stadium. We liked the optional trunk tie-down (that way you don't have to scamper around looking for something to hold the trunk closed when those long two-by-fours have to stick out a bit) and the flooring was made from a material that looked like it would last over many years of having golf bags, luggage, or whatever the owner threw into it.

We liked most of the features found in the Caddy. Of the few that stick out in our mind we enjoyed XM satellite radio the most.

Oh sure, you've seen the commercials. And we're here to tell you that it is every bit as cool as it looks on TV. We had trouble getting out of the car at times because of the great programming, especially on the comedy channels. And the only time we couldn't get a signal came when we were travelling through a heavily wooded area with a large canopy of tall trees with big leaves. Even then, we only lost the signal intermittently. Overall, we'd highly recommend XM to anyone that has a long daily commute or just plain drives a lot.

Another innovative gadget was the night vision camera and head-up display it was connected to. We didn't get that many chances to really use it but it got our inner geek going every time it got dark and the lights came on. The most interesting thing was watching the exhaust pipes of vehicles in front of us. We got a good thermal image of a truck's differential and the heat it was producing on the highway…too cool for any technophile.

Our Deville DTS stickered at $56,050.00. The base price ($47,780) was augmented by over $7000 worth of options, including a comfort/convenience package that consisted of rear air bags, the seat/mirror memory package, trunkmat/with decklid tie-down, power tilt and telescoping steering wheel, ultrasonic rear assist and the Homelink garage door opener ($1985); Night Vision ($2250); power sunroof with express open ($1550); 17" chrome wheels ($795); the white diamond paint ($650); XM satellite radio ($295); and destination ($745).

Overall, we found the Deville DTS to be a comfortable highway cruiser that's sure to impress you friends with all the bells and whistles this car has. For the money, we find it to be a good deal. But, for Cadillac to regain its reputation for world luxury leader, it needs to be something more. A little dose of personality and a new persona (in the form of a reskin with more emphasis on the Art & Science theme) might just do the trick.

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Thank you, once again, for stopping by!!

Year Of The Truck

Ah, yes, 2003. It was a very good year. That was the year where we here in America were subjected to multiple launches of new and redesigned trucks and SUVs.

Most outstanding that year was the redesign of General Motor’s big SUVs, the Chevy Tahoe, GMC Yukon and Cadillac Escalade. Add to that a new Ford Expedition and you have a sweep of ultra big SUVs, those based on truck platforms, with truck-like rides and truck-like gas mileage.

Enjoy these Retro Reviews of the Cadillac Escalade, Chevy Tahoe and Ford Expedition from the 2003 model year:

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2003 Cadillac Escalade

Caddy's First Truck Gets a Facelift

by James E. Bryson

In today's automotive world, many ideas and traditions are being smashed with urgency and determination by the makers themselves in an attempt to gain a larger foothold in the American market.

The biggest example of this new paradigm shift can be found with the new Porsche Cayenne…an SUV from the world's premier sports car builder and sacrilege to Porsche enthusiasts around the globe.

On these shores, one has to look no further than the eternal purveyor of luxurious decadence to find how the mighty SUV has swayed them into a sales race with the rest of the automotive world.

The Cadillac Escalade began life in the late '90s as an answer to the question that no one but the marketers asked: Where is the Caddy of SUVs?! Based on the corporate architecture underpinning the Chevy Tahoe and GMC Yukon, the Escalade has only recently gotten itself a new face and more defined mission from the higher-ups at GM.

The first thing you may notice about the '03 Escalade is its new nose. The "plastic" surgeons made a tuck here and a lift there and produced a front fascia that resembles the corporate design philosophy of "Art & Science".

We like the change mostly because it gives the Escalade a bigger differentiation from its corporate cousins, the aforementioned Yukon and Tahoe. Unfortunately, that's about the most different the outside of the Escalade gets from the other two; side panels and rear hatch are pretty similar across the board. Of course the biggest difference in the rear is the HUGE Cadillac emblem on the rear liftgate, which is repeated at front, natch.

When you first step into any Cadillac, you notice a few things: The smell of the leather permeates your very being with richness and euphoria. The comfort of the seats rival many recliners. The attention to detail is painstakingly on target and the fit and finish, with the more recent entries at the forefront, are top notch.

We enjoyed getting to know all the power accessories associated with the front seats. First was the adjustment choices; the seats had 10 ways-yes, we said 10- to adjust, not counting the moveable pedals. Then there was the multizone heat for the front seats: back and bottom cushions had heating options and, if you so chose, you could heat just the back or both back and bottom; nice choices for those of us that enjoy heat on our backside. It's a great way to stay away from the chiropractor as well.

Second row seating was almost as nice, with heated seat cushions for the bucket-style rears and climate and radio controls for the rear passengers…it is close to heaven for busy parents and a lot of fun for anyone else who gets the privilege of sitting back there. The third row was of the small-but-livable-for-short-periods-by-an-adult variety. We found it to be quite comfy for a flexible adult (of which we are not) but watch that head, the headliner comes down rather sharply back there, ready to smack the noggin of those brave enough to sit way back there.

Getting the rearmost seats in and out of the truck was another story. We found the numbers on the handles intuitive for which one to hit first, second, etc…but the weight and awkwardness of reaching into the truck and yanking them out would be a deterrence for us if we owned the rig.

A little more on the operation of putting the seats down to get them out: We found hitting the levers marked one, two and three was easy to get the seats folded and flipped for more space or removal. The difficult part was getting the seats upright again; the awkwardness (that word again!) of holding the number two lever and pulling up the seat back was difficult but not impossible. We would like to see a spring-load or other means to help get the seat upright…especially in an expensive "luxury" SUV like the Escalade.

The dash and surrounding areas are well appointed and feel great to the touch. We especially like the "Bulgari-inspired" clock on the lower portion of the center console; it lent a more old-school touch to the luxury-ness of the Escalade and was not pretentious or overdone. Good job kudos go to Caddy's engineers on this one.

A review of a GM vehicle equipped with XM Satellite Radio just wouldn't be complete without some gushing on our part about the virtue and wonderful content of the service…consider us gushed, for now.

Our Escalade came with only a few options to speak of for its $56,599.00 list price. There was the almost obligatory rear seat DVD entertainment system ($1295); 17-inch chrome wheels ($795); XM Satellite radio (a well-spent $325); and a towing package ($169).

Factor all that with the base price of $53,205.00 and the destination charge ($770) and you get the picture.

Is the Escalade really worth a $10-$15k premium over the proletarian Tahoe? This is a similar question we asked between the Avalanche and Escalade EXT and we found in that test that if you like the extra luxury features and prestige of the Caddy it would not disappoint.

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2003 Chevy Tahoe

The Rock of Chevrolet's SUV Sales
by James E. Bryson

Back in the days before ads were everywhere, rock icons seldom gave permission for their work to be featured in an advertisement.

Sometime in the last decade or so that all changed. Look no further than rock icon stalwart Bob Seeger and his now infamous "Like a Rock" that Chevrolet has been using to tout its pickup trucks for some time now.

We vividly remember the controversy Bob had to endure for "selling out" one of his more recent hits to help Chevy sell more product. But, somehow, he came through it and lives on, much like Chevy trucks and their stone-hardened image.

Taking all that into consideration, we got to drive around in an '03 Tahoe, in 2-wheel-drive, non-luxurious form…after having a week with an Über-luxury Escalade in our grip. What a difference a week makes!

The funny thing we found about the Tahoe is that it is every bit of a contender against other SUVs in its class, even though it was without the one attribute that most SUVs tout louder than any other…the ability to traverse terrain that no mere car can ever hope to handle.

That said, we find it more appealing to us in RWD form because of the gain in gas mileage, albeit a small gain (15/19 city/highway for RWD and 14/17 for 4WD). Also, the RWD model is a bit lighter and seems more nimble (read tighter turning circle) than its 4WD sibling. And, we have to mention the widely known fact that most SUV owners DO NOT take their rigs off road. At all. Nor do they really ever plan on it.

Alas, it is now that we must look at the lowest form of SUV…the RWD model. The truth of the matter is that the Tahoe we drove, with a really cool shade of red paint called Redfire Metallic, was all that and a bag of gourmet chips.

Like we mentioned before, the best part of driving an SUV sans 4WD is its tighter turning circle. We noticed this most in our smallish parking lot at the humble abode. We were able to get around and into the tight parking spaces much easier than other large SUVs we've recently tested. Call it a testament to greater turning ability.

We also noticed, though not as much, a different sort of ride characteristic with the RWD Tahoe: It was smooth, not jarring like some four-by-fours can be. It was close to Cadillac standards…in a plebian Chevy of all places!

Inside, the Tahoe was generic General Motors big SUV. The dash and center stack is the same as in all other full-size trucks, well thought out and executed. It feels as if yours truly has actually owned a big GM truck, which is not the case.

We were a bit disappointed that with only 3000 or so miles on it that the leather seats were already showing signs of wear. The leather on the outside side bolsters was wrinkled and looked almost ready to crack.

Another seat story was that of the rearmost third row…while actually functional for adults, it seemed superfluous on a Tahoe. Behind the seat was little room for parcels or groceries or luggage. Getting the seats out was easy, if you don't mind lifting 40 pounds out of your SUV every time you need to haul something bigger than a breadbox. At least the seats had rollers and fit easily into place afterward.

On the price front, our test Tahoe was on the expensive side, in our opinion, for a 2WD truck. The base price, which included four-wheel ABS-equipped disc brakes, power and heated outside mirrors, power windows and locks, cruise, CD radio, load-leveling shocks and myriad upgraded safety features over last year, was $33,506.00. Not a bad price for what you get.

The as-tested price, however, reached astronomical proportions for a proletarian (remember, this was a 2WD truck) Tahoe: $42,745.00, which included a destination charge of $755 and over $8k in options.

The option list included the LT preferred equipment package with many nice features like leather seats, the Vortec 5300 flex-fuel V8, a six-CD in-dash unit with Bose speakers, six-way power heated seats, power adjustable pedals and automatic climate control ($3945); a rear seat DVD player ($1295); a personal security package included front side impact airbags, steering wheel controls and OnStar ($875); third row seats ($760); second row bucket seats ($490); XM Satellite Radio ($325); Trailering package with transmission oil cooler ($260); locking rear differential ($232); P265/70R16 tires ($125); Homelink transmitter ($107) and a 3.73 rear axle ratio.

We were quite pleased with the Tahoe overall. Though the price was still pretty high for only a two-wheel-drive vehicle, we found that it didn't matter too much that is wasn't a 4x4. What mattered was that it sat high, like any self-respecting SUV will, and that it was comfortable and semi-luxurious.

Would we buy a Tahoe at this price when we could get and Avalanche, Expedition or any other number of similarly priced SUVs? Probably. Would we feel cheated by the lack of four driven wheels? Not one bit, as long as we stay out of the mud holes and keep the wheels on the pavement, and the occasional gravel trail.

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2003 Ford Expedition

Look out Tahoe!
by James E. Bryson

While most companies seem content to focus on the small or mid-size SUV, Ford and Chevrolet have been waging all-out war for the crown of biggest, baddest, most functional SUV on the planet.

While we like a good knock-down, drag-out fight as much as the next person, we have taken a keen interest in this battle because of what it stands for in the lexicon of the American psyche: Bigger and newer is better.

Take the '03 Ford Expedition, for example: It is slightly larger than its predecessor but the real news is with the independent rear suspension (IRS) and myriad new safety features borrowed from the new-for-'02 Explorer like the safety canopy system with rollover sensors that inflate a large airbag when the sensors detect the vehicle flipping over (neither of which GM offers on its big SUVs).

The IRS makes for a nice, comfortable, controlled ride that no other truck or SUV outside of the Ford family can match. We really noticed the new suspension while driving over bumpy roads, especially on freeway ramps where a live axle setup would have bounced us all over the place. Instead, we found the Expedition following the line we chose and it never even hinted at veering off course when a bump of frost heave got in our way. We actually found ourselves looking for big bumps and road imperfections because the lack of axle hop was making us giddy with delight and we just had to make sure we weren't dreaming about the smooth, solid ride.

The only drawback of such a large vehicle has to do with the laws of physics. Reactions to lane changes were subtle but there. Body roll during cornering was also noticeable but not nearly as much as last year's Expedition without the IRS.

The new design is a direct evolution of the previous model. It's more muscular and broad, better to keep the wheels planted during an emergency maneuver. It kind of looks like a Daddy explorer; While this makes for a good familial resemblance, we think a little better differentiation would have made more sense.

As for the interior, the Eddie Bauer model we drove was extremely well appointed, to the point of encroaching on the Navigator's turf: leather seats, captains chairs for front and rear seat passengers, the power folding option for the third row seat, navigation system, moon roof and climate controlled seats, which we totally fell in love with!

Those seats, with finely stitched leather and comfortable bolsters that kept us in place and kept fatigue down, were heated AND cooled. We really enjoyed the heat in the cold mornings and the cool in the afternoon sunshine. We highly recommend other manufacturers to jump on this bandwagon.

Other interior niceties included the optional navigation system and six-disc in-dash CD changer. We lumped these two items together because they are part of the same unit…the nav screen doubles as the control center for the radio. Fortunately, everything worked well together, though it did take some time to figure out what button performed which function (of course we didn't dare look at the owner's manual).

Of course, it wouldn't be much of a luxury SUV without the DVD system to keep the kids occupied. We like these players because most are versatile, offering inputs for video games as well as wireless headphones so as not to disturb mom and dad whilst they are driving.

Another nice feature with this redesign is the power-operated third row seats. We actually got back there and can honestly say that we found it comfy for short trips but anything more than a half hour and we'd have to spend a few days with the chiropractor. The power function is good for "oohs" and "ahs" upon first showing but then becomes second nature in converting the truck from people- to cargo-hauling modes and vice versa.

The only real downside to this luxury SUV is its price, and not just the sticker. We drove all over and didn't get much better than 12 miles per gallon, according to the trip computer. While we weren't expecting miracles, the fluctuating price of gas makes us really wonder about ancillary costs like gas and insurance.

The sticker was another sticking point for us. Sure, we loved the luxury features, but unless you own a small country or made a lot of money on your company's misfortunes, paying almost 50G's for a Ford truck is pushing it. (But if we had the money to blow, this would be at the top of our list.)

Our tester topped out at $49,275.00 with a base price of $41,195.00 and destination and delivery charges totaling $740.00.

On the options list, we were charged $795 for the second row of captains chairs, $800 for the power moon roof, another $795 for Advance Trac (Ford's traction control system), $1995 for the integrated navigation and radio unit, $580 for the safety canopy system, $455 for the power function for the third row seat, a measly $625 for the climate controlled front seats and $1295 for the rear-seat DVD system.

The environmentalists can complain all they want about big SUVs draining the Earth of its resources, but as long as there is a market for these behemoths and as long as they are made as well as this Expedition, people will buy them. These trucks are popular for a reason and that reason is versatility.

This new Expedition is more versatile, has better handling characteristics and is better looking than before…all the more reason for us to recommend this over its GM counterpart.

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Thanks for stopping!!!

More Catching Up

As I’m watching my favorite automotive news program, Autoline Detroit, I’m reminded how much I miss Detroit, my family and just Michigan in general.

These are strange times, as you probably know, and we’ve got a lot to look forward to as this recession winds down (hopefully), especially in the automotive sector. There are so many awesome cars coming out in the next few years, from all manufacturers, that anyone with even an inkling of buying really needs to do their homework to know what’s out there and what’s going to be out there shortly.

What’s more, Ford and General Motors have some really nice products coming soon, like the Fiesta, Cruze and Volt. If only Chrysler had such cool products on the way…let’s hope Fiat will help Chrysler (or will Chrysler help Fiat?) bring more reliable, fun-to-drive cars to the US.

With that said, Here are some more Retro Reviews. This batch will round out the 2002 model year reviews I wrote:

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2002 Nissan Altima 3.5 SE

This is Not Your Brother's Altima

by James E. Bryson

For the past few years, Nissan Motors has been trying to break itself out of a veritable rut of slow sales and somewhat-lackluster-performing cars by designing and building more interesting, and more powerful, cars.

The company's first major effort of change was a redesigned Maxima, with sleeker lines and more power under hood. It seemed that Nissan was breaking out of its mold with abandon.

"Phase Two" could be considered begun with the introduction of the newly redesigned Altima.

When we first saw the all-new 2002 Altima out in the open at the St. Louis County Fair last year we were impressed with what it has become: A large-ish car with interesting styling and more features, including a powerful V6 option, that could set the sedan class on its ears.

When we saw the price on our test car (at $27,500)…let's just say we were impressed in a different way.

As it is, for an extra $3000 above the price of our tester you can have either a new Maxima or Infiniti I35, both with the same 3.5-liter V6, albeit with more power and many more features.

That said, the new Altima is a balls-out blast to drive with 240 horses on tap and a "race-inspired" suspension. And don't forget about the disc brakes at all four wheels, with vented discs up front to keep the stopping power strong during heavy use. Trust us, we put the brakes and multi-link independent rear suspension to the test during our week with the Altima.

We had almost too much fun taking the Altima through our handling loop in the hills outside of greater St. Louis. Through the corners and down the straightaways, we kept asking for more and the Altima kept giving.

This cars limits are at a point where most people will never go and that's a good thing. We felt totally safe cruising at hyper-legal speeds down two-laners that would scare an SUV into a slow crawl. That is, until a small squirrel crossed our path and brought us back down to Earth.

With mortality rushing at us from all sides, taking a slower pace gave us a chance to admire all the new Altima has to offer.

The eight-way power driver seat, covered in a nice cloth fabric, which should stand up well to years of fast driving, is a dream to work and makes it possible for anyone to get comfortable. And, with the tilting and telescoping steering wheel, and one should be able to easily find a safe, comfortable driving position in no time.

We liked the dash layout, with easily legible gauges directly in front of the driver, in a three-pod treatment not unlike one of Nissan's competitor's cars. The oval radio is something Ford could learn from; with straight edges top and bottom and buttons that are aligned in rows. It is handsome and functional and can be used with gloves on…a plus for those in cold weather climates.

We particularly enjoyed the steering wheel mounted controls for the radio, climate control, cruise control, and more. Once we learned what functions each button performed, using them while driving was a cinch and let us keep both hands on the wheel.

The only change we would like to see, on the whole car, would be lighted steering wheel buttons. That's it, end of story.

As a testament to the overall solidness of the new Altima's design and execution, it was voted North American Car of the Year by journalists attending the North American International Auto Show in Detroit this past January. An accolade well deserved for this totally new car from a reborn Nissan.

Head- and knee-room were quite good for front seat occupants and adequate for backseat passengers. The local college basketball team might not be too comfortable, but for the average adult, the seats are really nice. Cupholders in the rear, fold down armrest are a really nice touch. And, the rear doors seem extra long…we're guessing to make getting in and out less of a chore.

Actually, the extra length makes the Altima a longer, more manageable vehicle for everyday things like traveling down the highway or picking your friends for a raucous night on the town.

One other demerit, noted by a front seat passenger during a short drive, was the slab-side design of the interior door panels - which makes a crescent running from one door, behind the dashboard, to the other door. She thought the treatment made the interior seem sterile and uninviting. We're having the state mental hospital check her out…just to be safe. We found that, overall, the interior is one of the best on any under-$30k sedan out there. It is well thought out and functional, even if one passenger didn't like the modern flair of Nissan's design team.

Our Altima tester came with a gaggle of standard features and convenience items for a base price of $23,149.00. We were impressed with the number of standard features for the price and the value associated with these items. If you can imagine this, our Altima 3.5 SE came with the 3.5-liter DOHC V6 with continuously variable valve timing, liquid-filled engine mounts, four-wheel disc brakes with vented discs up front, dual exhaust with chrome tips, 17 -inch wheels covered with P215/55r17 Bridgestone tires, remote keyless entry, four cupholders, driver and front passenger auto down (and up) electric windows, tilt and telescoping steering wheel, eight-way power driver's seat, air conditioning and cruise control, speed sensitive automatic volume control for the radio, and a trip computer with outside temperature. And those are just the tip of the standard equipment iceberg.

Add to that the ABS and Airbag Package ($749) [which includes anti-lock brakes, front airbags and front and rear head curtain airbags], a Bose AM/FM/six-CD-changer with eight speakers ($899), a power glass sunroof ($849), a rear spoiler ($399), floor mats ($79) Xenon high-intensity discharge headlights ($499) and traction control ($299), and $540 for destination charges and the grand total for our gold test car came to $27,462.00.

Nissan calls the 2002 Altima the "cure for the common car" and we couldn't agree more.

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2002 Saturn VUE

Saturn Enters the 21st Century

by James E. Bryson

When General Motors first started producing Saturn cars in Spring Hill, Tennessee, back around 1990, the SUV boom was just beginning. And, with the continuing popularity of the small SUV realm, Saturn has finally jumped into the fray with the all-new-for-2002 VUE.

The VUE is about the same size as the Ford Escape and Honda CR-V, but it's plastic body panels, distinctive Saturn-esque front fascia and Saturn-derived interior set it apart from the run of the mill SUV.

We were quite impressed with the VUE overall. The design is not unlike any other small SUV, but the details are what caught our eyes.

The most innovative feature within the SUV world right now is the continually variable transmission (that Saturn has named VTi) which is offered currently only in the VUE. It's a bit odd driving a CVT-equipped vehicle at first, though the novelty never really wore off for us after a week of driving.

To give an example, when you're sitting at a stoplight and it changes, you hit the gas and the vehicle starts moving forward. The engine revs to about 3000 to 4000, depending on how hard you're pushing it, and the revs never change until you reach the desired speed. The vehicle seems to gather speed quickly enough, the 2.2-liter four-cylinder has 143 horsepower, without the straining a traditional automatic transmission-equipped vehicle would seem to have.

On the highway, you push the gas pedal to pass and the engine revs don't jump like in a regular automatic, the tach arm sweeps to about 5000 and you make your pass. It's a very smooth transition and a very quiet operation. The power of the four-cylinder won't push you back into the seat but it's enough to get you into trouble.

One thing we did notice on our all-wheel-drive tester was a bit of torque-steer at full throttle. We really weren't expecting this from an AWD vehicle and find it more interesting than a nuisance.

In all situations the CVT-equipped VUE has the smoothest driveline of any SUV we've tested. And that's saying a lot.

The only bad situation we found with the CVT was heading down a hill. The transmission was in no position to hold down speed, even with a lower "gear" selected. While this wasn't a life-threatening situation, we'd hate to be at the top of the Rockies, heading downhill, with the CVT-equipped VUE. Did you see where the truck ramps were??

The interior of the VUE will make any Saturn fan feel at home. The instrument cluster directly in front of the driver has large gauges for speed and engine revs as well as smaller gauges for temperature and fuel level. While not the best assortment, it does the job well and is very legible in all kinds of lighting.

The seats of our tester were covered in a tan cloth that felt almost like vinyl. Whether this is good or bad is hard to say. The material will probably stand up to years of abuse but the look is somewhat outdated…one friend told us that the cloth looked like that of his 1972 Oldsmobile Delta 88.

One other thing about the interior, or, more precisely, the power window controls: Why must Saturn engineers put the window switches on opposite sides of the gear selector? We find this to be annoying and cumbersome when you try to raise or lower the windows on those nice days where you want to drive with the windows down and enjoy the weather.

On the highway, the VUE was rock-solid. It took bumps and expansion joints, ate them up and spit them out. The ride was firm but not jarring, evidence of this vehicle's car-based platform.

Driving on twisty roads was a lot of fun as well. While the VUE is tall, it doesn't feel tippy like larger SUVs. Of course, we would have liked to have the V6 in our tester but you can't always get what you want, according to an old Rolling Stones song anyway.

Another little issue we didn't much care for was the placement of the ignition. The steering wheel blocked it a lot of the time and we found ourselves craning our neck to find the keyhole. We would like to see more cars with the ignition on the dash like the Chevy Impala. It seems to us to make more sense and for those that have really long key chains (Why people do this is beyond us…) it might be safer since the length of the chain would be over the center console rather than the driver's knee.

The VUE has a three-cubic-foot disadvantage in cargo capacity compared with the Escape and CR-V, but it's a small amount in the real world. We were able to get our two 20-gallon tubs and assorted cardboard boxes to the recycle center without drama, though we had to fold the rear seats down, but we had to do that with the Escape as well.

To add to the cargo handling varieties of the VUE, Saturn's engineers fitted a nifty little expandable box into the floor of the cargo area. This apparatus was useful in handling groceries and other loose objects and works well with the mission of this all-purpose vehicle.

We truly appreciated the hardcover owner's manual. We found it to be easy to read and was so full of color pictures and helpful text that we found it difficult to put down.

Our VUE stickered at $21,915.00, including a smallish destination charge of $510.00. What's remarkable is the base price of $18,860.00. Our tester had only three chargeable options: a Power package that included power locks/windows/mirrors, remote keyless entry, cruise and map lights ($1360); head curtain air bags ($395) and an AM/FM 6-disc changer/cassette stereo ($790).

For the money, and the utility of the VUE, you can't go wrong. We'd recommend this vehicle to anyone looking for a small SUV.

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2002 Subaru Outback Sport

The Mini Sport-Ute with Big Personality

by James E. Bryson

Drivability on all sorts of road surfaces and in all sorts of conditions has been the rallying cry for Subaru for as far back as we can remember. Their tagline-the beauty of all-wheel drive-demonstrates their focus on safety and a go anywhere mentality rivaled only by Jeep.

This year Subaru has taken a huge chance and restyled their Impreza line of small cars, of which, we drove the new-for-2002 Impreza Outback Sport.

The new design encompasses new flared fenders (like the World Rally cars), a new face with oval headlights and trademark trapezoidal grill. In the rear, the changes are more subtle; a large rear wing that hangs over the tailgate and redesigned taillights mark the most noticeable changes.

This "baby" Outback is outfitted like its bigger sibling but its smaller design lends itself more to the rugged nature of the Outback line. The body side molding, along with the front and rear bumpers and lower body panels, is in Graystone Metallic. The front fascia has built in fog lights and there's a clever cargo area tray for dumping dirty things on and four cargo tie-down hooks, among other Outback-only touches.

There is a ton of storage space with the rear seats folded flat (another new feature this year), 61.6 cubic feet, since you asked so nicely. And the 12-volt outlet back there really makes life out in the backwoods easier.

The 80-watt AM/FM/CD radio sounds nice with its four speakers pumping out everything from country to rock, rap and hip hop. The storage space above the radio is good for holding a couple CDs or sunglasses but not much else. We'd prefer to have both spaces (radio and storage) taken up by the Macintosh unit from the big Outback.

The seats, with their tweed-looking material, were supportive and comfortable. The side bolsters on the bottom cushions and seat back kept us in place during radical cornering maneuvers and they never impeded heavily on our personal space like some sports car's seats can.

Speaking of cornering, the Outback Sport was just that…sporty. We had a great time flinging this highly maneuverable car around our test loop.

We were less impressed with the rubbery shifter, but it didn't impede on our fun; it's accurate to a degree but a bit wobbly.

For truly fun driving, you need good handling and plenty of power. In the power front, our car's 2.5-liter boxer four-cylinder put out 165 horsepower and 166 pound-feet of torque, which gave us enough oomph to scoot out of corners with verve and made the straights that much shorter.

The day we took the Outback Sport to our favorite test loop it had rained that morning and the road was still a little wet. While this didn't deter us too much, we had to take things a bit slow because on most corners, we slid out a bit. Thankfully, the slides were very controllable in part because of all-wheel drive and the decent size tires (P205/55 R16's).

All Outbacks come with roof racks. While not a bad thing in particular, our tester's roof rack got noisy at speeds above 30 miles per hour. And, while this isn't truly bad, it did get old after a few days and we tried to stay away from the highway because of it.

We had hardly a complaint with our test car. The only real issue was we found it difficult to get third gear at times, but that could have been more our inconsistent nature and not something with the gearbox itself.

We also found the car easy to fog up if we didn't keep the air moving in there. Of course, there are many reasons for something like this and we chalked it up to someone before us getting the interior really wet without drying it up good.

Our Outback Sport came equipped with tons of standard features like all-wheel drive, anti-lock brakes, four-wheel independent suspension, air, single CD player with a decent radio and a whole bevy of other things.

For all that, the standard price for our tester was only $18,695.00, compared with $17,495.00 for a base Impreza, that's a really good bargain.

The only optional equipment on our Outback Sport was a keyless entry system ($175) and splash guards ($150) bringing our total as-tested price, after a $525 destination charge, to $19,545.00.

For the price, the 2002 Subaru Impreza Outback Sport is a better bargain than the Mazda Protege5, Ford Focus ZX5 and the Pontiac Vibe/Toyota Matrix twins. It's a fun vehicle to drive and will be a pleasure to own for its practicality and sporty flair.

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Thanks once again for stopping by!!!

Test

Testing the Blogaway update...with signature!

Posted via Blogaway from DROID

A little Cleanup…

There’s a whole year left but I feel the need to make sure all of my old reviews or posted to this blog as I think I will let my websites go to some other poor sap.

So today, a twofer!

First up:

2002 Chevy Venture WB Edition

The Mommy-Mobile gets a jolt of DVD pleasure

By James E. Bryson

As a 31-year-old, single American male, it is difficult for me to fathom the responsibility and other pressures that would make me give up my car and get a minivan. I'm not saying that there's anything wrong with needing all that extra space and comfort for people and things that minivans are famous for having. Space is what these vehicles are all about. There's space up front, space in the rear and generous amounts of space in between. Our test van was the 2002 Chevy Venture EXT AWD Warner Brothers Edition and what a van it was.

With an as-tested price of $34,125.00, the WBE version of the Venture comes with so much stuff, it's difficult to believe that it all fit in the van so nicely. For starters, the standard equipment on this van is overwhelming. It comes with a 3.4-liter, 185 horsepower V6, four-speed automatic transmission, stainless steel exhaust, Chevy's Versa Trak all-wheel-drive system, frontal and side-impact airbags for driver and front passenger, rear window wiper, OnStar, dual sliding doors, eight passenger seating and CD player/stereo unit.

The Warner Brothers package starts with a fold down LCD screen and a front-console-mounted DVD player, for entertaining the kiddies on trips around or out of town. Then there's the seating arraignment, four captain's chair and a bench for the rearmost seats, all of which are comfortable and should provide adequate support for long trips.

Also on the WBE list of features are leather/cloth seating surfaces, aluminum wheels, roof-mounted luggage rack, front and rear air conditioning, rear seat audio controls and four sets of wireless headphones for rear passengers, remote keyless entry, passenger-side power sliding door and a Homelink universal garage door opener.

The only option of note on our tester was a driver-side power sliding door for $350.00. With both power sliders on both sides, we enjoyed a more convenient experience and never worried if we had shut either door completely: We had a lot of fun playing with those doors and even found them to be helpful in performing everyday chores. In one instance, they proved helpful in getting into the vehicle after picking up a pizza. It was really nice not to have to worry about opening the regular door and putting the pizza down. In one fell swoop, we were able to get in the van and get going much easier than if we had a regular car or even an SUV.

The longer wheelbase of the EXT model helped smooth out the bumps and the plush interior helped ease the commuting dreariness. The van handled a lot like the upright vehicle it is. We were a little surprised that it handled as well as it did. Around corners the Venture seemed to hesitate for a minute and then it found the line we were looking for and followed it around until we straightened out again. Not stellar in any way, but very good for such a long and tall vehicle.

Out on the highway is where this van really shined. The long wheelbase came in handy by making sure the bumps were adequately smoothed out and the tall seating position meant we had a great view of the road ahead, even if an SUV was in front of us. The engine had plenty of go-power to get us moving out on the highway and we really didn't see the need for more power until we had a van full of people. But, even then, the Venture kept on truckin' and didn't feel anemic.

We were extremely pleased with all the useful goodies the Venture comes with. none the least of which was the DVD player for rear passengers. On that front, there is a tray in the far rear compartment, just behind the third row of seats, that becomes a grocery holder and separator of loose objects. It's a nice feature to have and well thought out. There are more of these little "convenience" features throughout the van. They are what make minivans so popular and practical.

While we had the van we decided to take a drive around town with four adults and one nine-month-old on hand. All five of us were comfortable and there was still plenty of room for luggage or store-bought goods, which is what we ended up with. Five minutes into the trip the baby decided that we were boring him and fell asleep. The rest of us were able to talk in a normal tone and we were all toasty warm after a half-hour or so. The climate controls worked well in the van and with rear seat controllers, we were all able to find a comfy temperature.

The integral child seat came in very handy for this trip and the baby seemed comfortable enough after some fussing while we got him situated in the seat. We also liked the DVD player. We watched the beginning of Free Willy on our around-town trip and could see its benefit for parents with a couple of small children. Another nice feature of the DVD player is the inputs on the front of the console for a game system. This is the perfect vehicle to take on long trips; while the adult's drive and converse, the kids can be entertained by either a movie or video game.

This van, with the DVD player and more features than a new house, would make any parent happy to have one. We were a little disappointed with the price, but after contemplating all the features you get with the Warner Brothers Edition, we decided it was worth the premium. If we were two older white guys rating cars like the movie show, we'd give this van "two enthusiastic thumbs up".

And then:

2002 Dodge Neon ES

A Peasant Car in Sophisticated Clothing

by James E. Bryson

You used to see the Neon and it would say "Hi" to you. At least, that's what the advertising people wanted you to think. The truth is, it did say "Hi" and much more to a lot of people. It was a good car for a small price and had plenty of room to carry people and cargo with a bit of style as well. In the '90s, it was the closest thing an American manufacturer had to the innocent, non-compromising aura of the original VW Beetle.

The Neon was introduced way back in 1995 and was redesigned into the car we see today four years later, in 1999. The new Dodge-only Neon (since Chrysler axed the Plymouth brand last year) has grown up quite a bit since its initial run and took on new responsibilities with it redesign and is garnering a new clientele, which should please the bigwigs at DaimlerChrysler.

Chrysler engineers and designers, with the stigma of a truly important redesign on their shoulders, had to please everyone from kids on the street to the dealers that would sell the Neon. Those same people hoped upon hope that the original Neon formula wouldn't be messed with too much: A cute car with personality and oomph to get you where you want to go and let everyone know you've arrived once you got there.
What they gave us was a more sophisticated more refined car with a little less personality and a little more savoir faire. Our little Neon grew up and we couldn't be more proud.

But seriously, the 2002 Dodge Neon is a capable, dependable, nicely styled small car with a bit of pizzazz and one that's a whole lot of fun to drive.

Speaking of which, we enjoyed driving the Neon around town. It was fairly quick off the line and made it easy for us to zig and zag through traffic. We were a bit disappointed with the rough shifts of the four-speed automatic but we liked the fact that putting the gear selector in "3" which made the car feel more sporty than we thought possible, with quick shifts to keep the engine in its powerband.

We liked the high-tech sound to the not-too-buzzy engine. We were actually impressed at the refinement of the powerplant in the test car. Our earlier experiences with Chrysler four-cylinders were nothing to write home about. They would buzz like a bumble bee at higher rpms were just coarse little things.

Inside, the Neon benefits from Chrysler's multi-million-dollar light studio built three years ago within the Chrysler design center in Auburn Hills, Michigan. Every bit of plastic and cloth looked good in each lighting situation we experienced. And the switches felt reasonably weighted and not cheap like some other cars of small price.

Our car came with a most interesting feature: The front windows were power operated while the rear windows were of the old roll-down type. If this is a cost-cutting measure, I'd like to find the people that were in that focus group and put them all in an institution. It is difficult for me to fathom why, of all things, would an automaker do something so strange.

Idle is a little rough at stoplights, or whenever the A/C is off. The 132 horses of our tester's engine had little difficulty keeping pace with traffic with the A/C on full blast.

The four-speed automatic made some rough shifts between first and second and also shifted about 1000 rpms shy of the redline. This was a bit disconcerting but didn't seem to hurt performance all that much; we just expected more of a push to redline than what the Neon gave.

This little car does well in tight, fast corners, due to the independent suspension at all four wheels. We noticed that there was enough power to pull us out of the corners at a good clip but not enough to really get the tires squawking. Long, sweeping corners, on the other hand, were taken with aplomb, but the lack of forward energy really cut into the fun, fast feeling. Punching the accelerator didn't do too much to help out in that department. The 2.0-liter Magnum and five-speed manual would have been more up to the task, but they also would have added a few grand to the bottom line.

Our Neon came with the front disc/rear drum brake setup found on most non-performance oriented sedans and did a great job of keeping us out of real trouble. We didn't test them to fade but they showed little signs of wear after traversing our test loop.

The Neon we drove came decently equipped and had just two options: Side airbags ($390) and an automatic transmission ($825). The total price for our car, including destination ($490), was $16,325.

Otherwise, the Neon ES now comes standard with air conditioning, 15-inch wheels and tires, CD player, remote keyless entry and power windows, locks and mirrors.

For the price and feature content, not including the demerits for the manual rear windows, the Neon is a good car for the money. It is a great car for youngsters in high school and college to get back and forth from work and school and will do for a small family on a budget. We're still not sold on its long-term quality, even with the long warranty, but the people of Belvidere, Ill., can be proud of this little car they build.

So there you have it…a two-for-one!

Happy April!!!

If you love HD TV….

So I’m sitting here watching my favorite Hi Def channel, HD Theater, and I thought I should share a couple of thoughts with you, dear readers:

1. I totally LOVE this channel!!!! Where else can you see video of classic cars of all makes, insight into what to look for when purchasing an older car (or classic, or exotic) and see quaint British programs about restoring and selling older cars and more classics???

2. The shows! Whealer Dealers, Monterrey Week, Classic Car Club, Appraise My Car…just to name a few. And that’s just in one night! It don’t get much better!

And what’s with Toyota?? How much in fines will they have to pay? Why are people still buying them? WTF??? It took Audi almost 20 years to fully come back from the unintended acceleration debacle they faced in the 80s. I guess it will take a few years to really sort out what Toyota knew and when (like telling the European regulators months ahead of the US…where there were actual deaths).

More later!!!

Testing...

So here we are, on DROID number 3. Trying to get all the programs up and running again.

Let me tell you that Android has a ton of great tools that make it easy to switch devices and keep all your info. All it takes is a little digging to make sure all your info is backed up to the SD card.

Anyhoo, that's what I've been up to!

Hurry Up And Wait!

Like most things in life, the more you wait, the longer it feels. It’s been only a couple months since the Android 2.1 update was announced for DROID. The worst part was when they said it would be out that week…and then there was a change. It’s one thing to tell people about an update, especially a highly anticipated one, and then pull the rug out from under those people (most would call those people customers).

So here we are, a couple moths later and on the eve of the big rollout of 2.1 for DROID. Then, come the reports that there was a bug and the rollout is stopped. I guess if I really wanted all the coolness of Android 2.1, I could root my phone and install one of the ROMs (as they are called) that have all the functionality of 2.1 and then some.

Since DROID is my only phone since our move (yes, no home phone now), I have decided to play it safe and not mess too much with my little glossy-black baby.

I’ve become attached to a great DROID Website, DROID-Life.com, where the moderator (not sure what else to call him) blogs about his experiences and posts tips, tricks and videos on how to install different software, root the phone and host discussions about all of the above.

Since I bought DROID the day it came out (November 6, 2009) I’ve only purchased two software items: Documents-To-Go and Beautiful Widgets.

I bought Documents-To-Go (about $10) because it’s the only thing I found that would create, edit and save Microsoft Office documents and The Wife has had DTG on her Palm phones for many years and loves it. The stupid part is…I haven’t really used it yet!!!! Maybe that’s what I’ll do over the next few weeks and post a review or something.

Now Beautiful Widgets was a bit of an impulse buy. It cost $3 and is nothing more than a nice looking clock and weather widget that sits on the home screen. It is beautiful and the bevy of skins is amazing! The choices are somewhat limited to the widget area but it’s cool to see the creativity of the skin designers and what they’ve come up with!

So, hopefully, by this time next week I’ll be the proud papa of a DROID running 2.1 with all the bells and whistles running right.

The wait just gets longer…

What’s Up With Toyota?

So earlier today there was a story about a Prius in California that accelerated out of control. (watch here)

Toyota is having what you might call a public relations nightmare, with recalls, testimony in front of the US Congress and actual deaths from what seems to be unsafe products.

Is it actual defects or human error? Are Toyotas safe or should we stay away? The questions keep mounting and the company stays quiet.

The scene today seems to point towards mechanical or electronic failure. The gentleman called the California Highway Patrol, in a panic, because as he was attempting to pass another vehicle, the Prius kept accelerating, to its top speed (?) of approximately 90 miles per hour.

According to the story, he tried to pull up on the accelerator pedal, with no luck. He “stood” on the brakes, with no luck. Thankfully, the CHP officer had a great idea; Stand on the brakes and pull up the emergency brake. That combination caused the vehicle to slow to about 50 and the officer told the driver to cut the engine, which he did and was able to glide to a stop, safely.

It seems Toyota has a lot of explaining to do and has probably hired the Dream Team to represent them in court…you know there will be many lawsuits.

So what’s left? Basically, what’s left at this point is a lot of questions and a dark cloud hanging over Toyota. The company will most likely stay strong since most people out there were burned worse by the American carmakers and, for now, it’s happening to “other” people.

Now, if more and more people have problems like the guy out in Cali, then we have a whole other pot of worms.

Don’t Call It A Comeback!

There’s a lot going on in the US today. The 2010 Winter Olympics are coming to an end. The auto industry is being rocked by multiple recalls totaling millions of vehicles for safety stalwart Toyota. And the US automakers are poised to take charge and make, dare I say it, a comeback.

Too bad, for many, many people in the US, buying a Ford, Chevy or Chrysler is akin to sticking a fork in your eye. Repeatedly.

I say this because I talk to people and I listen to what they have to say. Mostly, I hear things like, “oh, we’ll never buy another American car. we’ve had such bad experiences.” It’s truly unfortunate that these people were burned so bad that they can’t see all the good vehicles out there by the US carmakers.

A co-worker, who owned a Saturn ION Coupe, recently purchased a 2010 Chevy Equinox.  Hers is a four-cylinder base model but it’s comfortable, with a classy interior and a decent amount of options for a small-ish price and good looks.

I was really impressed with the quality of materials and the interior space, it’s really roomy! Granted, the driver and front  passenger had their seats scooted up but it was a cavern in the back seat, big enough to hold a square dance.

The seats were covered in a cool-looking, two-tone fabric that mimics jersey mesh and was very grippy and looked like it would last a long time and wear well.  It was a total departure from the lackluster beige or lack-of-color black in other Chevy vehicles’ interiors that gave the vehicles either an apartment-like feel (with the beige) or a dark, uninviting cave feel (with the black).

The center stack in the Equinox is a nice step forward in design and execution, combining radio and HVAC controls in a concise, easy to use and understand layout. Tinkerers may be disappointed since it will be nearly impossible to upgrade the radio.

Thank goodness Chevy has a plethora of infotainment options, including XM, 40 Gb hard drive, navigation and DVD playback, depending on which options you choose.

It’s no wonder Equinox was a finalist for North American Truck of the Year at the 2010 North American International Auto Show in Detroit this past January.

Chalk one up for the American car companies!

Droid

Testing....

Can you hear me now?

Is this thing on??

Jacuzzi tub!!!

Very Busy…No Time…

So we closed on the new house and in the process of packing/painting/moving/everything else that comes with a new house.

It seems there has been some traffic to this site and I really do appreciate it! Please leave a comment or message or suggestion. It’d be great to hear from you!

So since we’re moving and all, there won’t be much going on here for the next month or so. I’ll try to post updates from the DROID since I think I found a decent blog program.

And now for some news: Saab has been given new life from a deal in which exotic car maker Spyker will purchase the previous GM holding. Read all about it on MarketWatch.

And now, today’s Retro Review!

2002 Ford Explorer

Finally Launched and Well Worth the Wait

by James E. Bryson

The new-for-2002 Ford Explorer has finally been launched to the general public, and might we say, it is well worth the wait.

The company has pushed back the launch, from last fall, of this first ground-up redesign since it's inception 10 years ago, and pushed it back again. Mostly because FoMoCo wanted to make sure the '02 Explorer was perfect from the get-go.

This, from a Ford press release, explains their stance best: In order to ensure extremely high quality, the rollout of the new Explorer included extraordinary rigorous testing …Ford took a strategic approach to this important launch in order to ensure quality and to sustain customer enthusiasm and anticipation for the newest best-selling SUV.

The new vehicle is wider and the wheelbase has been extended to give more room to passengers and cargo, though the overall length and height is unchanged.
Interior room is greatly improved compared to previous iterations of the four-door Explorer. This change is most noticeable in the width of the footwells up front. In the old model, the space was never tight but there could have been more room to move around. In the '02, there's plenty of room to sit any way you choose, even cross-legged!

Another feature now offered on Explorer is a third-row seat, made possible by the expanded interior volume and lower floor height than in previous years. And, believe it or not, an adult can actually fit back there. Yours truly was coerced by Ford Communications Manager Harold Allen to get in the third row seat and it was actually bearable to a 5' 10'' adult with poor flexibility.

The newly redesigned rear hatch is a marvel at ease of use. The load-in height is quite low, just above knee level, and it is very easy to open and close. The glass portion, a full piece of glass with an appliqué of plastic trim, opens lower than last year's model and is also very easy to operate. The lower bumper height is also an added safety feature, according to Doug Scott, Ford SUV marketing manager.

"Safety and security were differentiating factors for this redesign," Scott said at a Ford sponsored ride and drive recently. "We are offering an optional side-curtain airbag in the new Explorer as well as bumpers that are two inches lower for better car-friendliness."

Other safety features on the '02 Explorer include AdvancTrac, a stability control system that will be introduced later in the model year; the ControlSlip rear driveshaft that collapses rather than buckling; Ford's Personal Safety System, which includes dual-stage airbags for front passenger and driver and seat belt pretensioners; standard four-wheel ABS; and the Safety Canopy, which is a rollover protection system created by the side-curtain airbags and a bevy of sensors that measure indicators like vehicle tilt and lean-angle changes.

The grill on the '02 Explorer definitely has a family resemblance: Can you say mini-Expedition? There are new jeweled headlamps, following the current trend, that look very nice in the daylight. We didn't get a chance to drive the vehicle at night but, rest assured, Ford's truck headlights are among the brightest of any automakers.

Explorer owners get to choose between two distinct engines, a 4.0-liter SOHC V6 with 210 hp and 250 lb-ft of torque, along with a 4.6-liter SOHC V8 with 240 hp and 280 lb-ft of torque. Both engines meet Low Emission Vehicle standards and can operate on either gasoline or the gasoline/ethanol blend E85. A V6 powered Explorer 4X4 should see 15 mpg in the city and 20 mpg on the highway. The V8 should see 14 and 19 mpg city and highway, according to EPA ratings.

Both manual and automatic transmissions are now five-speeds and both are all new for '02. Both feature revised gearing to better use the engines flatter torque curves and higher horsepower. Towing for the Explorer is handled by a standard Class II hitch that's capable of hauling 3500 pounds, depending on engine and drivetrain. An upgraded towing package, which includes a limited-slip rear differential, can handle up to 7300 pounds.

On the road, the new Explorer inspires confidence over bumps, potholes, railroad tracks…almost anything that would have upset the old version's live axle. Handling through corners is equally calming. The new independent rear suspension keeps axle hop down to a minimum when that unseen undulation literally pops up, threatening to spoil any good time the driver is trying to have.

The only real odd thing to driving the '02 Explorer, at least with the test vehicle, was a GM-like brake pedal feel. It was mushy to a point, and then there was decent feedback to what was happening on the road. The vehicle stopped fine; there was just a touch of confidence lost in pedal performance.

Believe it or not, three out of the four Explorer models will have a lower base price, comparing '01 to '02. The only model to actually go up in price is the Eddie Bauer edition; it will be $65 more than the current model. The other three models, XLS, XLT and Limited, will feature lower prices by $95, $230 and $190, respectively.

Base prices for the '02 Explorer (including $600.00 for destination and delivery) begin at $24,620 for the XLS, $28,380 for the XLT, and $32,690 for the Eddie Bauer and Limited. The volume truck, an XLT 4X4 equipped with the standard 4.0-liter V-6 engine and optional electronic AM/FM stereo/clock/single CD player, will carry a base price of $30, 475.

The Explorer will face some very tough competition in the coming months, with the newly redesigned GM trio and a flurry of new SUV models, but should remain king of the SUV mountain with new safety features, a totally new design and more customer-friendly amenities.

Today’s Car of the Day is…

The Hyundai i-Mode concept, shown here at the 2009 North American International Auto Show. It’s a crossover that features a twin-turbo diesel engine that promises great mileage.

Inside, there’s organic shapes and eco-friendly-looking materials.

The look is rather bean-like but quite pleasant. I see this as a Korean alternative to the Prius or Insight…without the extra battery mass and complexity of a hybrid.

Thanks again for stopping by!

2010 NAIAS…What I’m Missing!!!

While perusing one of my conveniently received Cnet emails, I found a link showcasing the GMC Granite Concept at the 2010 North American International Auto Show and it reminded me how I am really going to miss something special with this particular show.

What with the financial troubles the world has seen over the last two years, especially here in the States, this show could be considered a turning point for the American automotive industry.

From everything I’ve read so far, and deduced from my own worldly observations, small is the new big and fuel efficiency is king now more than ever.

So anyway, I love Cnet and how they cover all things Tech, including cars and the tech that’s in ‘em. And with the link I mentioned earlier, I was taken to the video page with all the interesting new cars and concepts, covered by the inimitable Brian Cooley, with all his wit and bourbon-drinking banter…gotta love the guy!

So of the 10 or so vids I watched, I think the most intriguing would be a pair of General Motors concepts and a Chrysler concept:

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The Chevy Aveo is a very small car with good mileage numbers and decent build quality, with decent accoutrements but not much power. Well, in concept form at least, that may be changing. The Chevy Aveo RS is a totally tricked out Aveo with a turbo-powered engine, “performance-tuned” suspension and Boy Racer good looks (and an awesome shade of blue!).

I hope  that Chevy will build the RS so that us enthusiasts who value small cars and the efficiencies they afford, have something to drive and really enjoy. Having driven an Aveo a time or two, I can attest that it really does need some suspension tuning and a lot more power under hood.

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The other GM concept I gravitated toward is the Buick Regal GS. Yes, a Buick…I’ve always liked how Buick married performance, luxury and design and was glad to see how the new LaCrosse was a great looking design with more luxury aspirations, take that Lexus!

So the Regal GS Concept features a turbo-four and a six-speed transmission, either automatic or (are you sitting?) manual!!! Wow!!! It’s based on the same Opel that the Saturn Aura was, so the Regal should be as stellar as the Aura was but even better!

It’s cars like this that will help GM stay healthy in the future.

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On the Chrysler front, there’s not much to talk about. However, I understand that there is a Chrysler concept that’s basically a Chrysler-badged Lancia Delta. It’s near the end of the video and it’s a great looking car that they should really bring here.

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Just a few interesting tidbits form this year’s North American International Auto Show. How I wish I was there but I got a lot of house to still pack before the big move!

Thanks for stopping by!

More Testing With Droid...

So I've been looking for a good blogger app for my Droid.

2010 North American International Auto Show Preview, parte due

So I got a slew of emails this week from the NAIAS show organizers. Here’s a sampling of what to expect!

The first one is regarding the charity preview on the Friday evening before the show officially starts. This year that day is January 15th:

"The Romantics" Set to Rock Charity Preview at 2010 North American International Auto Show - National Recording Artists Coming Home to Help Out

Detroit, MI - January 5, 2010 - The home-grown masters of infectious upbeat, three-chord rock are coming back to Detroit for an exclusive show at the 2010 Charity Preview at Cobo Center, Friday, January 15, 2010.

The annual Charity Preview gala event is once again scheduled for the Friday prior to public days, January 15 from 6-9 p.m. The annual event benefits 12 local children's charities and has raised more then $79 million since its inception in 1976, with the money raised by ticket sales going to provide medical treatment, clothing and support services for local kids. Tickets for Charity Preview are currently available and can be purchased by calling 888-838-7500, or by visiting www.charitypreview.com. Tickets are $250 each.

"Entertainment for Charity Preview is great because it provides value for a ticket that does so much good for so many in our tri-county area. But to have The Romantics here to play for the home crowd is beyond our expectations," said Doug Fox, chairman, 2010 NAIAS. "These guys earned their stripes playing for America's toughest audiences in the Midwest and specifically Detroit. They understand how to deliver a show that is sure to not only provide an uplifting party, but to draw a crowd to help those in dire need when times are the most difficult - the children of our cities."

With a driving E-A-D-A chord progression and a raucous refrain of "HEY.uh  huh," of "What I Like About You," The Romantics blazed onto airwaves in 1980 and firmly established themselves in the power pop movement. Hits like "Talkin' in Your Sleep," "Rock You Up" and "One in a Million" broke to national channels to make the band a staple on the touring circuit to take the Detroit legacy of Iggy Pop melded with The Ramones energy to the masses.

"We are proud to take part in this charitable event. It's always exciting when we play Detroit, but doing it to help the community in our hometown takes this to another level for us," said Romantics guitarist/vocalist Wally Palmar. "We know this will be a great show for the Detroit crowd and I know they won't disappoint in benefiting what's important to all of us - the children of the Motor City."

Along with repeats I posted last week was this gem of an announcement:

U.S. Transportation Secretary LaHood to Attend 2010 North American International Auto Show in Detroit

U.S. Transportation Secretary Ray LaHood will hold a press conference at the North American International Auto Show (NAIAS) in Detroit, Michigan at 7:00 AM on Monday, January 11, 2010. The North American International Auto Show in Detroit is the largest automotive showcase in America.

Following the press conference, Secretary LaHood will attend the opening ceremony and unveilings for Ford, GM and Toyota, then tour the show floor.

WHO: U.S. Secretary of Transportation Ray LaHood

WHAT: Press Conference at the North American International Auto Show, Detroit, MI

WHEN: 7:00 AM - Monday, January 11, 2010

WHERE: Cobo Center, Michigan Hall Stage
               1 Washington Boulevard
               Detroit, MI  48226

Now I’m really feeling the pain of not going to the press preview this year! I’d love to hear what Mr. LaHood will say about our current transportation needs and what, if anything, the federal government is planning for the future.

Remember, the public show runs January 16 through January 23, 2010. Go here for more info.

And here’s today's Retro Review, one of my all-time favorite trucks!:

2003 GMC Sierra w/Quadrasteer

A Big Truck with Maneuvers to Spare

By James E. Bryson

Innovation is nothing new for automakers. It's how they get people to buy more of their product and it grants the innovator bragging rights for at least a few years. Enter what GM is calling Quadrasteer: just like it sounds, it's four-wheel steering for a pickup truck…pretty neat.

In the light truck category, those that are smaller than a semi and work just as hard, innovation has been slow for the last few years because there's only so much you can do with a pickup, until the competition bring their version to market.

Other manufacturers have tried this type of thing before, most notably the Nissan 300ZX with HICAS (High Capacity Actively Controlled Suspension) rear steering. But where Nissan failed to attract buyers to a high performance sports car that could corner better, this new iteration from The General is actually useful to a larger percentage of the truck populace.

We tested Quadrasteer on a 2003 GMC Sierra Heavy Duty crew cab with four full-sized doors and a standard bed. It was pretty long and sat really high…what a great truck should be.

For the price of a decent used car ($5,525) you get the four-wheel steering package: Quadrasteer, roof marker lamps (like a semi), heavy duty trailering equipment, manually selected ride control, a limited slip differential and a 145-amp alternator. All of this must be accompanied by the heavy-duty package as well. Hopefully it won't be long before this option will be available on regular trucks so that more of the population can take advantage of this class-leading feature.

The funny thing is…Quadrasteer is well worth the money. We found that we were able to run circles around some family sedans and we even made a few u-turns that no other truck could conceivably accomplish without two or three tries doing the old three-point maneuver.

This new system is supposed to be great for towing (the rear wheels turn with the fronts on the road so the trailer will follow more easily). Unfortunately for us we didn't get a chance to test the Sierra's towing ability but we're sure that with the ride control, big engine and Quadrasteer we could have towed anything including a fifth-wheel trailer with ease (mostly because the truck sits really high).

Inside the Sierra HD is just like any other GM truck, which isn't as bad as you might think. On the contrary, it's a very livable, useable place. Our tester was equipped with many neat options that would make travel a delight. For the kids, there was a DVD entertainment system with connections for gaming systems. For the adults, there was an upgraded radio with CD, Bose speakers and XM satellite radio.

The real distinguishing factor to tell the Quadrasteer vehicle from more plebian Sierras is the rear fender bulges and semi-like lights adorning the top of the cab and bulged fenders. One thing we really missed with this truck was running boards. It's a fairly tall vehicle and we ended up having to practically jump into it every time. While not an issue to keep us from buying, this was getting old by the end of our visit with the Sierra.

One startling thing we found with our tester was the bouncy ride this truck affords. We had to keep telling ourselves that this is a work truck and not something designed for daily commuting, unless your commute takes you onto a construction site or you haul a trailer as part of your occupation. With that in mind we found it a bit easier to swallow the as-tested price of $45,095, which included a $745 destination charge.

Options on our tester, which ended up bumping the test vehicles price by 12-large, included the $1600 SLT décor group (front leather seats, air and dual-zone climate controls, cruise control, CD radio, power windows and locks, transfer case and steering wheel controls for almost everything); the aforementioned Quadrasteer package; rear-seat DVD entertainment system ($1295); front reclining buckets with power driver seat ($1135); $595 for the totally awesome Bose CD stereo; $325 for an equally awesome XM satellite receiver; polished aluminum wheels ($150); LT245/75R16 tires ($55); and a 4.10 rear axle ($50).

Funny thing is, without all the frilly stuff and Quadrasteer, a heavy-duty GMC bases at $33,620.00. For the price you get basic necessities like 6.0-liter V8, four-wheel ABS, rear heat ducts and a 60/40 split rear seat, full gauges with tachometer, trailer wire harness and tilt wheel.

Our bottom line comes down to this: even if this Sierra came without Quadrasteer and the XM Radio package it would still be a great vehicle, albeit a much less expensive one.

Today’s Car of the Day:

Here’s the Cadillac Converj electric vehicle concept from the 2009 NAIAS. It’s basically an electric-powered CTS coupe.

This is one of those concepts that I really wish the company would build…unadulterated and unchanged form concept form. Too bad that rarely happens.

Thanks for stopping by!!