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2008 Dodge Challenger SRT-8 Review

There is no mistaking the new Challenger SRT-8 for anything else. Just a brief glance and you know you’re looking at one. Chrysler has done a great job of bringing the look of the car to the 21st century. The side view shows lines that are shared with the famed version from the early ’70s (I think it’s better for everyone involved if we choose to forget the version from Mitsubishi that sold until the ’80s).

Backstory

While the SE and R/T versions of the Challenger will bow in for the 2009 model year, the ’08 is only available in a five-speed auto equipped SRT-8 model that packs the potent 6.1-liter Hemi (425 horsepower at 6200 rpm with a peak torque of 420 pound feet at 4800 rpm). This works out to about 70 horsepower/liter, impressive in the ’70s, but falling behind the current benchmarks of today. This is probably because the engine uses some serious old-school technology: two pushrod actuated valves per cylinder that use hydraulic lifters.

With an estimated curb weight of 4180 pounds, the power to weight ratio is an impressive sub 10 pounds per horsepower. This is what gives the car a factory-claimed zero-60 time “in the low five seconds.” After driving one briefly on the street, we can see no reason to argue the claim.

Technology

While the engine is somewhat retro, there is lots of new tech built into the car. ABS, traction control, brake assist and stability control are all standard. The suspension is not ’70s muscle car primitive, sporting a short-long A-arm geometry up front and a 5 link independent set-up out back. Bilsteins coil-overs are used at all four corners. Not old school muscle car at all. All this means that you can have a car that looks like the 70s muscle car but can negotiate corners with (some) grace.

When you read all the details that go into the package, it’s a very impressive list indeed. Modern engineering provides a chassis that is stiff indeed (it’s based on the LX platform shared with the Charger/300) and this is very noticeable on both the street and track. In fact, a brief drive in a pre-production version on the street gives you the impression of a truly modern car that absorbs bumps well (for a two-tonner). Mash the go pedal and it, well, goes really quickly, too.

Chrysler claims the dash is designed based on the look of the dashboards of the 70s and we agree with that. We don’t really remember the dashes of that era to be anything that special, and this one isn’t either. But it has all the modern conveniences, and in the brief seat time we had driving on the street, it seems perfectly functional, but it’s just not that memorable.

Performance

The Challenger was a popular ride at the media ride and drive, but what we were really looking for was how it all came together on the track. We did get to drive the car at Mazda Raceway Laguna Seca, and if this had been an original model from the ’70s, this would have been a risky proposition indeed. But with today’s car, all the engineering really paid off.

So here’s the good news. The car accelerates very quickly. Press the pedal and you’re off with the tach swinging to red-line very quickly. There’s a bit of understeer, as you would expect from a front engine rear drive layout with over 55 percent of the weight riding on the front wheels. The chassis stiffness works well on the track, and all the fancy suspension bits do come together so that turning isn’t a white-knuckle event. The Brembo brakes (14-plus inches up front) do a fine job of slowing the beast as well.

So now the bad news. We felt very disconnected from the whole experience. Yes, the car is fast, but you don’t feel like you’re really going fast and when you look down at the speedo you’re shocked to see really high numbers. You turn the wheel, it changes direction well, with the understeer easily controlled with a bit more input or slight application of power. But still, something was missing. It was sort of like playing a video game. We hate to say it, but we got a bit bored. Especially when compared to lots of the other rides of the day that were just as competent and much more fun.

Aston Martin V8 Vantage Review

Since its introduction in 2006, Aston’s V8 Vantage has always ranked highly with our staff. Indeed, in 2007 we named it an Automotive News and Review All-Star. A great car, but there’s always room for improvement, right?

And our biggest gripe was a lack of power. For 2009, the V8 Vantage will finally get the guts it deserves and attempt to shut us up once and for all - well, once would be a start.
As you might have guessed from the name, the V8 Vantage still sports an eight-cylinder. It also remains front mid-mounted but sees its displacement grow from 4.3 to 4.7 liters - made possible by a switch from cast-in to pressed-in cylinder liners. Horsepower is now up to 420 from 380, while torque climbs 15 percent to 347 lb-ft. That should do nicely.

The transmissions have been altered for that increased output, with both the standard manual and Sportshift automated manual getting a modified clutch and flywheel, respectively. That translates to improved responsiveness from a reduction in rotating mass and, for models with a third pedal, should mean reduced clutch effort. Sportshift models also get new programming that allows you to choose from Comfort or Sports mode, depending on your intentions for the car on any particular journey.
And that journey will start in a decidedly more high-tech way. Aston has chosen to fit the ECU (that’s ‘emotional control unit’) first seen on the DBS, in place of a more traditional, this-century key. Our recent test of a DBS (Running Scared, July 2008) revealed that the ECU is more gimmick than convenience. The Vantage’s cockpit gets a bit of a makeover as well, borrowing the look of its die-cast zinc alloy center console from big brother DBS, which we found to be a bit busy looking. (These changes will soon migrate to the DB9 as well). We will, however, welcome the new hard disk-based navigation system and standard iPod integration.

Standard suspension also gets an update with revised geometry and standard Bilstein dampers, as well as changes that were first introduced on the Roadster now moving to the Coupe as well. A new optional Sports Pack includes different Bilsteins, 19-inch lightweight five-spoke alloy wheels, and stiffer springs. Non-Sports Pack cars also get a new 20-spoke, 19-inch wheel design.

The 2009 V8 Vantage will be available toward the end of the year. Oh, and aside from the wheels, exterior styling is unchanged. No complaints here.

2008 Jeep Compass Review

NewCarTestDrive.com -  The Jeep Compass is a car-based vehicle that’s enjoyable to drive and comes with a choice of front-wheel drive or all-wheel drive. First introduced as a 2007 model, the Compass is built on a front-wheel-drive, car-based structure, a modified version of the platform that supports the Mitsubishi Lancer and Jeep Patriot.

One way to measure the value of the Compass might be to compare it to the trusty Jeep Cherokee that was enormously popular for 18 years and finally ended its run in 2001. The Compass is slightly bigger and much more comfortable than the Cherokee was 10 years ago, though without as much off-road capability.

The Jeep Compass uses DaimlerChrysler’s 2.4-liter, four-cylinder World Engine, developed jointly for 21st century efficiency with Mitsubishi and Hyundai. It’s a solid, sophisticated, 16-valve engine. Like other new four-cylinder engines, it is quieter and stronger than a four-banger was believed capable of being 10 years ago. It features electronic variable valve timing that continually changes the torque curve, bringing more versatility to the 165 peak pound-feet of torque, and more capability to the 172 peak horsepower. Emphasis during development of this engine was on fuel mileage; even carrying 3326 pounds, the Compass 4WD with a five-speed manual transmission delivers EPA fuel economy estimates of 22/27 mpg City/Highway.

The Jeep Compass offers an optional continuously variable transaxle, which performs like an automatic transmission. The CVT comes with the Auto Stick manual shiftgate feature for 2008. The Auto Stick enables the driver to shift up and down over six preset gear ratios, making it feel like a six-speed gearbox without a clutch pedal.

Also new for 2008, Jeep has recalibrated the engine and transaxle for improved drivability and reduced noise. Chrome interior accents brighten the 2008 models, and air conditioning and a tire-pressure monitor are standard equipment.

The safety, ride and handling of the Compass are all excellent, with a strong steel structure and well-planned subframe. Side-curtain airbags and electronic stability control with anti-rollover sensors are standard. Power windows and power door locks are optional, however. Remember manual door locks? Some cannot.

Inside, the Compass is thoughtfully designed. The instruments and controls are well placed and easy to use, though the materials feel cut rate. There’s good interior space all around, with rear seats that fold flat to make about 54 cubic feet of cargo space. Options for added versatility include reclining rear seats and a passenger front seat that also folds flat, creating either a table or eight-foot-long space for storage.

Model Lineup

The Jeep Compass comes as two models, Sport and Limited, each with front-wheel drive (2WD) or all-wheel drive (AWD). The standard engine is a 2.4-liter four-cylinder that makes 172 horsepower and 165 pound-feet of torque. It comes standard with a five speed manual transmission or a CVT automatic ($1100) with Auto Stick manual shiftgate. A 2.0-liter four-cylinder is available as a $200 credit option for the Sport. It makes 158 hp and 141 pound-feet of torque and only comes with the CVT.

The 2WD Sport ($16,475) and AWD Sport ($18,225) come standard cloth upholstery; air conditioning; outside-temperature indicator; AM/FM/CD stereo with auxiliary audio jack; vinyl load floor; center console sliding armrest with cell phone or MP3 pocket; 60/40 split rear seat; tilt steering column; fog lamps; roof rails; and P215/60R17 tires on aluminum wheels. The Quick Order Package ($2,125) adds power windows and locks and keyless remote entry; cruise control; YES Essentials cloth upholstery; height-adjustable driver’s seat; fold-flat front passenger seat; reclining split folding rear seat; map lights; removable and rechargeable interior lamp; floor mats; rear privacy glass; and a 115-volt power outlet.

Options include a 6CD player with MP3 ($320); sunroof ($800); heated front seats ($250); Security and Cargo Convenience Group ($695) including auto-dimming rearview mirror, vehicle information center, universal garage door opener, alarm, and a tonneau cover; Trailer Tow Prep Package ($250) with engine oil cooler, full-size spare tire, and wiring harness; and a nine-speaker Boston Acoustics sound system ($795) featuring Sirius satellite radio, a leather wrapped steering wheel with audio controls, and speakers in the liftgate that can blast the crowd at tailgate parties.

The 2WD Limited ($20,505) and AWD Limited ($22,255) add leather-trimmed and heated front bucket seats; height-adjustable driver’s seat with lumbar adjustment; fold-flat front passenger seat; reclining rear seat; leather-wrapped steering wheel with audio controls; cruise control; Sirius satellite radio; power windows, mirrors and locks; remote keyless entry; electronic vehicle information center; auto-dimming rearview mirror; universal garage door opener; floor mats; and P215/55R18 tires. The front and rear fascia and side moldings have shiny aluminum accents.

Options for the Limited include the Sport options, plus its own Security and Cargo Convenience Group ($495) with daytime running lights, alarm, cargo cover, and Jeep’s UConnect wireless cell phone link; chrome-plated 18-inch aluminum wheels ($825); the Boston Acoustics sound system ($495); and a DVD-based navigation system with six-disc CD changer ($1,395). A Rallye Group for Sport ($1,985) and Limited ($1,850) includes driving lamps, a rear stabilizer bar, rear spoiler, bright exhaust tip, and Mopar body trim; for Sport, it also adds P215/55R18 tires on aluminum wheels.

Safety features that come standard on all models include dual front air bags; head-protecting curtain side air bags; tire-pressure monitor; antilock brakes with brake assist (which applies more brake force than the driver is applying if sensors determine it’s needed in a panic stop); traction control; and electronic stability control with rollover mitigation. Torso-protecting side-impact air bags for front-seat occupants are optional ($250) and we recommend them.

Interior Features

The Jeep Compass cabin is roomy and comfortable. The front bucket seats are very comfortable without being soft. The Sport is available with Jeep’s YES Essentials upholstery, a rugged fabric that’s stain, odor and static resistant. The front seat jacks upward, which is nice because the long dash makes it hard to see the ground in front of the car, even though the hood is short. The long dash is a result of the sloped windshield.

The cabin layout is functional and roomy, though obviously built to a price. The cost cutting is apparent when you shut the door and it makes a sound one might expect from a beer can. The interior isn’t very exciting to look at (boring in beige but better in gray) and the feel is far from luxurious. But it is quite functional. There is plenty of room for your stuff, including your elbows and legs. The front door pockets are deep enough to get your hand in, but to make room for stereo speakers, they’re short.

The dash is made of economy-grade plastic materials. The gauges are clean and pleasant, white on black with a symmetrical layout against a simple silver background. The four-spoke steering wheel is solid to grip. The center stack is wide and intelligently designed: rectangular vents on top, a single-disc AM/FM/CD stereo below it, and below that a slot that might hold a paperback book. Lower still are three climate control knobs and various buttons for options (including the available heated seats). The shift lever, manual or automatic, sprouts from the dash below these buttons. This practical high forward position was introduced by Honda, but actually originated in rally racing cars, where ergonomics really matter.

Moving rearward, between the front seats, there are two fixed cupholders, the emergency brake handle, and a flip-up center console containing a slot for a cell phone or MP3 player. The console top is an armrest, and can slide forward three inches to accommodate drivers of different sizes.

Legroom is good, both front and rear: 39.4 inches in the rear. The Compass will be a fine vehicle for a family trip, with reclining rear seats, optional on Sport and standard on Limited. There are cupholders in the rear but no net pockets on the front seatbacks, which would be nice. Grab handles make it easy to climb out.

The rear 60/40 seatbacks fold flat with the touch of a finger on each side, which is as easy as it gets. The front seat on the Limited model folds flat, making a table. The rear cargo area, a decent 53.6 cubic feet with the rear seats folded, is covered by a rugged vinyl mat that’s removable for washing. The space-saver spare tire is neatly stored under the mat. One innovative feature on the Limited is the removable rechargeable LED flashlight mounted in the headliner above the cargo area.

The one-piece liftgate has panels for structural integrity, and the rear bumper has a non-skid rubber surface for grip when people need to step on it to get to the roof.

Driving Impressions

The 2.4-liter World Engine works fairly well in the Jeep Compass. It’s relatively smooth and quiet for a four-cylinder in a vehicle with these prices. It uses the latest technology, including an aluminum block and cylinder heads, and electronically controlled variable valve timing that helps optimize torque. It makes a reasonable 172 horsepower and 165 pound-feet of torque at 4400 rpm, and delivers an estimated 22 city/27 highway miles per gallon, with AWD and the five-speed manual gearbox, or 21/24 mpg with AWD and the CVT automatic.

An all-wheel-drive Sport weighs 3326 pounds, so the acceleration is hardly neck-snapping, but the Compass is no dog. It just takes some forethought and bit of patience to get it to do what you might demand. Jeep hasn’t quoted 0-60 mph times, but a manual transmission model with the 2.4-liter engine is probably in the mid-to-low nine-second range. We’d expect the automatic to be about a half second slower and 2.0-liter models to be one to two seconds slower. Those estimates are adequate, but not near the best in the class.

We’ve driven a Limited with the 2.4-liter engine and the CVT automatic and a Sport with the 2.4-liter and a five-speed manual transmission.

The five-speed manual works well and gets the most out of the four-cylinder engine. But if you need an automatic transmission, you can also work the Auto Stick to get more power when you need it. The CVT is like two transmissions in one. You can put it in the gear you like or just put it in Drive and go.

We like the Auto Stick’s manual shift feature. Though we didn’t experience any problems, some complained of excess noise and hesitation with the CVT in its first year. Jeep says it has recalibrated the engine and CVT for 2008 to eliminate those problems and make the vehicle more drivable. Actually, we were impressed by the crisp and immediate upshifts and downshifts using the six-speed Auto Stick. A Jeep engineer explained that the nature of the continuously variable transaxle makes such quick shifts possible. The Compass’s Auto Stick is as sharp as any manual automatic we’ve felt. With such accuracy, it always works: easily downshifting to knock off a few miles per hour for bends, instead of using the brakes; or downshifting to pass on a two-lane, instead of waiting for the transmission to kick down on its own.

Along the winding wooded roads between Portland, Oregon, and the Pacific Ocean, the Compass revealed itself to be steady and silent thanks to liberal use of sound deadening material, sealants and structural adhesives. The suspension does all the work as it should, isolating the cabin from the bumps and tosses. We aimed for potholes and weren’t jarred when we hit them. There was none of the old Jeep head-toss, or side-to-side jouncing, and there was no trace of wallow over ripples. Only the good feedback was transmitted through the steering wheel to our hands. The turn-in for corners was secure, with no play in the wheel or wandering.

Jeep has designed a new all-wheel-drive system for the Compass, which it calls Freedom Drive I. On a dry, flat road, virtually all of the power goes to the front wheels, but as traction is needed elsewhere, as much as 60 percent can shift to the rear wheels. The coupling is through a two-stage clutch system that’s magnetic and electronically controlled, rather than viscous, and Jeep says this is markedly more efficient. The system also has a locking center differential.

We drove the Compass over 30 miles of loose, wet gravel roads that climbed, descended and twisted in every direction. We pushed it to find some limits, and they were surprisingly high; the Compass didn’t skate on the slick round stones as we expected it to, even with standard touring tires, though the ESP activated a couple of times to keep us out of the ditches. We slammed on the brakes at about 40 mph, and the ABS with rough-road detection worked hard but successfully.

When we reached the beach, we climbed into a Compass Sport with the CVT and optional Goodyear Wrangler all-terrain tires that aren’t available with the Limited. The Jeep people pointed toward the top of the nearest steep sand dune and told us to floor it. Amazingly, the Compass climbed to the summit, where there were no other vehicles except ATVs. The CVT is the ideal mechanical means for transmitting engine power in deep sand, because its pulleys and steel belt provide an infinite number of gear ratios, allowing the engine to stay in its most efficient operating range.

It’s difficult to imagine getting stuck in snow or mud in the Compass Sport with the Goodyear on/off-road tires. The locking differential can offer the best possible traction from a standing start, and the Brake Traction Control dabs the brakes (at lightning speed) at individual wheels to keep them from spinning. The locked differential keeps the torque evenly distributed at 50/50, up to 10 miles per hour, at which point the torque begins transferring again, as calculated by the electronic control module based on vehicle speed, turning radius and wheel slip.

We charged full blast back down the steep dune, and found a stretch of whoop-de-doos near the waves at the bottom. It wasn’t exactly our intention to turn the Jeep into a motocross bike, but we gave it a go. We finally bottomed out the front end, but it wasn’t easy.

Summary

The Jeep Compass is not a traditional Jeep with go-anywhere off-road capability. On the negative side, it appears to be built to a price and has modest interior materials and build quality. On the positive side, it offers safety, a comfortable ride, steady handling, high fuel mileage, and the reassurance of all-wheel-drive capability. Those positives and its affordable pricing make the Jeep Compass worth a look.

2009 Nissan Maxima Review

Judging by the Web hits on any scrap of information we post pertaining to Nissan’s 2009 Maxima, you guys and girls can’t wait to get your hands on this all-new edition of the Japanese maker’s four-door sedan — er, I mean, “four-door sports car.”

Well, we have one in the garage right now. Just drove it a few minutes ago. Want some first-hand impressions? Sure you do. And here they are.

For the new, seventh-generation version of its famed four-door, first unveiled as the Maxima in 1985, Nissan has done the unthinkable: it’s actually downsized the car. You read that right: in an era when every model year brings “bigger, larger, fatter,” the Maxima has gone lean. Wheelbase shrinks 1.9 inches, length is cut by nearly four inches, and height is reduced almost half an inch. Importantly, though, track has widened 1.4 inches up front and 1.2 inches at the rear. While other cars have grown to accommodate a “larger” audience (the Honda Accord comes to mind), the new Maxima is intentionally primed for responsiveness.
Big things are happening under the hood, though. Remapping the engine for premium fuel — plus a new intake, reshaped pistons, and a less-restrictive exhaust — help the ubiquitous Nissan 3.5-liter V-6 deliver 290 horsepower (versus 255 for the 2008 model) and 261 pound-feet of torque (up 9 pound-feet). Yet fuel economy actually improves, to 19/26 city/highway mpg (compared with 19/25 for the outgoing car).

A few interesting tidbits:

* Nissan claims the front structure’s torsional rigidity has improved 100 percent.
* “O rings” surrounding all firewall-penetrating hardware (such as the steering column) greatly reduce interior noise — so much so that Nissan has had to “pipe in” some exhaust tones via a “sound generator.”
* Disc brakes are larger front and rear.
* The front-rear moonroof is the largest one Nissan has ever done; Nissan claims the forward opening is the largest in the industry.
* Some of the aluminum suspension pieces are borrowed from the Infiniti M45.
* The engine is cradled by a six-point mount for reduced vibrations.
* Nissan had to purchase six new robots (at $2 million) for its Smyrna, Tennessee, plant to achieve the paint finish it sought.
Two models will be offered once the Maxima goes on sale in late June: the 3.5S and the 3.5SV. In addition to features included on the well-outfitted S, the SV adds such extras as leather seats, premium 9-speaker Bose audio, HomeLink, fog lamps, and outside mirrors with turn-signal indicators. What’s more, Nissan will offer the SV is two editions: Premium and Sport. Nissan claims that the latter Maxima, fortified with 19-inch alloys and optional 245/40R19 summer Bridgestones, is the best-handling front-drive car in the world. A bold statement, to be sure — and one we’ll be sure to examine thoroughly — but you should know this: Nissan’s target car, as it tuned the Maxima during endless laps around Germany’s Nurburgring, was none other than the Porsche GT3 (winner of our “best-handling car” competition last year).

Thus far our wheel time has been limited, but already the Maxima stands out. The cockpit is gorgeous, with a meaty steering wheel, intuitive controls, deeply pocketed sport seats (love the refrigerated driver’s seat!), and soft-touch materials across the dash. The engine, mated to a standard CVT (no manual is planned), is hushed and pulls smoothly; no undue tugging at the wheel. The ride is well-isolated and controlled.
Nissan says Maxima buyers are its most loyal customers. Four out of five cars are still on the road, and the automaker expects to sell another 70,000 units this year.

So far, we like what we see. Compared with the outgoing model, which was softer, too heavy, a bit bland, the new Maxima appears to have made a compelling return to its “sports car” roots; it’s back in fighting trim.

Stay tuned. We’re heading out for an extended drive, plus full instrumented testing and other surprises. You’ll read it all right here soon.

Subaru Forester 2.5XT Limited Review

Edmunds - Typically we’d rate this quick exchange right up there with catcalls from construction workers, but when these few words of light praise come from the biggest BMW snob ever to rub a Roundel, “like” and “good” take on a whole new meaning.

Pulling away, we sat up a little taller in the Forester’s driver seat, tossing a saucy flip of hair to the indifferent gate attendant.

When Bigger Means Better
Bimmer boy is right. There’s plenty to admire about the 2009 Subaru Forester. The new Forester is bigger, better-looking and offers more features than the current version, a Subaru staple since 2003. And with its transformation into a sport-utility from a wagon, the Forester is finally ready to compete with the likes of the Honda CR-V and Toyota RAV4.

The new Forester’s wheelbase has been stretched 3.5 inches, and the body is 3 inches longer than before, 1.8 inches wider and 4.3 inches taller. This puts it smack between the smaller CR-V and the larger RAV4. The additional dimensions come from some clever engineering, as the Subaru engineers have taken the basic body structure of the Japanese-spec Impreza wagon and joined it with the rear of the U.S.-spec Impreza sedan.

While the increased length makes the Forester drive a bit more like an SUV and less like a car, it does translate into a more spacious cabin for both front and rear passengers. Up front, the Forester offers 43 inches of legroom, more than either the CR-V or RAV4, yet the real difference lies in the rear seating area.

During our test we squashed three Girl Scout moms in the backseat for a quick pizza run, and although they were smashed shoulder to shoulder like a chain of paper dolls, neither Lydia, Danielle nor Susan complained about the Forester’s rear legroom, now comparable to Susan’s roomy RAV4.

The Value Proposition
The Forester started out as a sub-$20,000 station wagon, but things have changed as a category of compact sport-utilities has emerged and a more sophisticated mix of standard equipment has been required. Priced at $29,995 for the turbocharged all-wheel-drive Forester 2.5XT Limited, the Subaru costs $1,500 more than the 2008 CR-V and $3,000 more than the V6-equipped 2008 RAV4. Of course, the XT Limited does include a touchscreen GPS navigation system with standard Sirius Satellite Radio.

Unlike the seven-passenger RAV4, the Forester does not offer a third-row seat, but this hardly reduces the utility of Subaru’s small SUV. Third rows in crossovers this size can barely accommodate 7-year-old Brownie scouts, never mind their matronly mothers.

You also get a little more performance for your money with the new Forester. Besides all-wheel drive, stability control is standard.

Turbocharged if You Care
The Forester’s turbocharged 2.5-liter boxer-4 has been substantially revised for 2009, and it includes a new intake system, intercooler and a turbocharger as featured by the Outback and Legacy engines.

With 224 horsepower and 226 pound-feet of torque, the new engine carries over the same horsepower and torque ratings as the outgoing model, but the engine is able to achieve both numbers at lower rpm. Peak horsepower now arrives 400 rpm sooner at 5,200 rpm, while peak torque is achieved 800 rpm earlier at 2,800 rpm, and the result is much improved drivability. In comparison, the CR-V’s inline-4 makes just 166 hp.

The 2009 Forester’s ample power is immediately noticeable, but its turbo benefit isn’t as readily apparent. There’s no throaty exhaust note and no heightened rush of acceleration. Instead you notice just a slight lag in response as the power spools up. Some of us also noted a slight flat spot midway through the power band, but others said they could push through just by laying on the throttle pedal.

At the test track, the Forester 2.5XT Limited runs to 60 mph in 6.8 seconds (6.6 seconds with 1 foot of rollout like on a drag strip), and takes 15.1 seconds to close the quarter-mile gap at 90.4 mph. The last time we ran numbers on a CR-V, it took 9.8 seconds to hit 60 mph and eventually completed the quarter-mile in 17.5 seconds.

Times have changed, and a four-speed automatic transmission no longer seems to offer the speed or fuel economy we expect. So we weren’t surprised when several staff members complained about the Forester’s four-speed, as its widely spaced ratios compromise the drivability of the engine. This unfortunate hand-me-down from the Impreza sedan has only a 15 percent efficiency loss compared to the five-speed manual transmission, but it affects your impression of the Forester every day. Subaru builds a good five-speed automatic that’s seen in the Legacy, and we’re hoping to see it adapted to a face-lifted Forester in 2010.

With an EPA rating of 19 mpg city/24 mpg highway, Subaru has improved the Forester’s average fuel consumption, but the RAV4’s 269-hp V6 still beats the Forester’s highway rating.

Mushy Brakes, Solid Steering
This 3,427-pound Forester comes to a halt from 60 mph in 125 feet, an impressive performance that beats the Honda CR-V by 6 feet. Unfortunately the brake pedal action doesn’t give you confidence, as our drivers describe it variously as soft, mushy and squishy. Our impressions were also affected by the brake dive from the body and audible protests from the 225/55R17 Yokohama Geolander all-season tires.

In the slalom, the Forester makes its run at 60.3 mph, and while there’s a noticeable delay as the chassis responds to the steering and cuts to the next cone, the conventional power-assisted steering does its job. In fact the Forester is pretty maneuverable, as its 34.4-foot turning circle is a foot less than the old Forester’s despite the 3-inch wheelbase stretch. It’s also tighter than the CR-V and RAV4, making it easy to navigate those parking lots in front of elementary schools, which are the natural habitats of the compact sport-utility.

We had our doubts about the overall impact of the sport-utility dimensions of the 2009 Subaru Forester, but the weight difference is only about 80 pounds over the former wagon-style Forester, and there seems to be enough power and maneuverability to handle it. The Forester is still more than a hundred pounds lighter than a comparable CR-V, and feels far more playful than the staid Honda.

More Room for More Stuff
Increased passenger space combines nicely with expanded cargo room to make the Subaru Forester feel less like a quirky runabout and more like a grown-up SUV. The capacity of the rear cargo hold has grown 4.5 cubic feet, even with the 60/40-split-folding rear seats still upright. Nevertheless, maximum hauling space with the seats folded down tops out at 68.3 cubes, nearly 5 cubic feet less than the Honda and Toyota.

Subaru has also made the new Forester look like something more than a simple runabout, particularly with the presentation of the interior. Apparent quality has improved with double-stitched fabrics and sporty shades of blue light to illuminate the intuitive controls of the climate control system. A 100-watt AM/FM six-disc in-dash CD changer system pumps music through the Forester’s six-speaker setup.

Meanwhile a 10-way power seat and tilt-and-telescoping adjustable steering column help drivers get comfortable behind the wheel.

Grown Up, Growing on Us
Some might argue that the 2009 Subaru Forester has lost its unique Subaru personality, its combination of quirky wagon-style bodywork and its breathless powertrain. It’s large and powerful and even attractive, attributes we’re not accustomed to associating with the products of Subaru City.

But while the Forester has enjoyed some success with its quirky, fun package, there’s a reason that the CR-V and RAV4 are so popular among the crossover crowd. The Honda and Toyota already offer the right package at a reasonable price, and now the Subaru does, too. Really, it was time for the Subaru Forester to grow up, and now it has.

2009 Ford Kuga Review

Ford chief Alan Mulally keeps talking about “One Ford” and promising greater global distribution of the best cars and trucks from around the world. So it must be comforting to know Ford of Europe is capable of producing some really good stuff — and possibly galling to Americans that they can’t get that stuff right now.

There aren’t many compact crossovers made anywhere in the world that can beat the new Ford Kuga. Unfortunately, there are no immediate plans to export the Kuga from Europe to the New World.

We suspect the Kuga would’ve fared nicely against GM’s Saturn Vue in AWD form, which is sold as the Opel Antara in Europe. So, too, against the Honda CR-V and Toyota RAV4. The Kuga might even give the excellent dynamics of the Subaru Forester a hard time, while adding some definite visual spice.

The Kuga is based on Europe’s Focus architecture. Yes, the Focus that’s a generation ahead of the American Focus and better and more sophisticated as a result.

We tested the initial sole powertrain, a 2.0-liter clean turbodiesel making 136 hp and a useful 236 lb-ft of torque. With a six-speed manual transmission and AWD it gets to 62 mph in just over 10 seconds.

A few months from now, a Volvo-sourced five-cylinder 2.5-liter, 200-hp gasoline engine will become available, with either manual or auto transmission options.

But for now the diesel is a more than acceptable engine. Through the gears, there’s the sort of overtaking heft that’ll leave most U.S.-market gasoline-automatic crossovers gasping. At the European-default 85-90-mph cruise, it settles down to a barely audible mumble. And that’s not because the rest of the vehicle is loud — it isn’t. The optional 18-in. tires are subdued, though there was noticeable wind rustle in the test car, equipped as it was with full-length glass roof and roof rails.

Oh, and then there’s the diesel’s commendable economy and fuel range. It rates 36.7 mpg (U.S.) in the Euro driving cycle. Compare that with 28 mpg in the same test for a Euro-spec Forester with manual trans, which has just a 2.0L gasoline engine in place of the U.S.’s 2.5L.

The Kuga platform is similar to that of the Focus, which means to the Volvo S40 and V50 and Mazda3. It gets a 2.0-in. wheelbase stretch, though, and a 1.5-in. track increase. For off-road ability, ride height goes up by 3.0 in. over the Focus, and a Haldex-based electronically controlled AWD system is added. Independent rear suspension is retained.

2008 Mitsubishi Lancer Evolution X Review

Driving
If you’re thinking the Evo isn’t as hardcore as it once was, you’d be right. From the word go it feels more refined, secure, solid and stable. Noise levels are lower - although tyre roar remains excessive – and it’s a much easier car to live with on a daily basis. But the Evo’s real genius lies in its suspension. The ride is no longer crashy, and although not plush ether, it never jars or jolts, unlike some rivals. It has been perfectly honed. There’s barely any roll or suspension movement, yet we can’t think of another car that glides as effortlessly or flows better over rough roads. It’s also beautifully balanced, has a sublime 4WD system, scalpel-shape steering and stunning body control. In contrast, the engine is a bit of a disappointment. It is more muted than before, sounding flat and dreary, and isn’t as explosive as it once was, either. We also found the SST semi-auto acted more like a fast automatic than a snappy manual.

Marketplace
One thing hasn’t changed with the latest hot Lancer – Mitsubishi’s liking for long and convoluted names. Luckily, simply uttering the words ‘Evo X’ to any car enthusiast will suffice. Offered in standard 290bhp 2.0-litre turbo guise, as the FQ-300, the company also sells faster FQ-330 and FQ-360 variants. Also now available, alongside the five-speed manual, is a twin-clutch semi-auto. This SST is only available in top-spec GSR trim (and expected to take two in every three sales), while the manual also comes in a cheaper GS version. Its obvious rival is the Subaru Impreza STi, but we found this disappointing. Mitsubishi would rather put the Evo X up against the Audi A3, BMW 335i – even the Porsche Cayman and other focused performance machines.

Owning
Although better than the old Evo IX, the interior remains rather uninspiring. OK, the hooded dials look good and the small-diameter steering wheel is lovely to hold, but cast your eye around and you’ll notice the cheap plastics, nasty dial lighting and downmarket switchgear. Even though it’s well assembled, the Evo X is a long way from luxurious. And although rear seat space is generous, the shallow boot doesn’t look anything like as big as the 400 litres Mitsubishi claims, plus there’s no split-fold option. This is because Mitsubishi wanted to strengthen the frame as much as possible – it’s 56 per cent stiffer than the old Evo IX. It is also very well equipped, with the GSR having standard sat nav and a 30Gb music hard drive. It also has far longer service intervals of 10,000 miles, plus an optional service plan that covers you for 30,000 miles of motoring for a one-off payment. One thing that hasn’t changed is the engine’s thirst, though. We averaged 17mpg (and one tank saw us record less than 10mpg!), and a modest 55-litre tank means you’ll be filling up every 200 miles. Retained values are also not in the premier league, insurance costs are predictably high and overall running costs are steep as well.

2009 Nissan GT-R Review

MSNBC - It was always the button that activated the saw blade on Speed Racer’s Mach 5 that I liked. Forget the overused “jump over the bad guy’s car” button. Who needs that when you have the “cut the bad guy’s car in half” button?

Clearly Nissan’s engineers were influenced by the old Japanese TV show (and now movie) in building the GT-R, arguably the most eagerly awaited new vehicle of the 2009 model year.

The 2009 GT-R is set to debut in the United States next month, and while there’s no button for a saw or one that will launch the car into the air, there are buttons to adjust the shocks and stability control and displays for steering position and performance data.
The GT-R is the first such model sold in the U.S., but the car, which has been around for 40 years, has a fanatical following among young American drivers because of its incredible performance in the popular Gran Turismo video game.

To cement the connection between game and road, virtual reality and reality, Nissan designers added an interface that lets GT-R drivers electronically adjust various settings and review performance parameters on the dashboard. The system was designed in conjunction with programmers who work on the Gran Turismo game to ensure maximum familiarity to gamers who have presumably now grown up and found jobs.

A row of three toggle switches across the middle of the dash center stack each provides three different settings for the transmission’s shift program, the stiffness of the electronically adjustable shock absorbers and the leeway permitted by the electronic stability control system before it intervenes to maintain control of the car.

Above that, at the top of the dash, the multifunction display exhibits 17 different performance parameters, giving drivers the ability to see data to back up their bragging, with the computer confirming the number of lateral G’s of cornering force or displaying the steering angle and throttle position.
All of this is pretty difficult to review in real time while driving, so the driver can plug in a memory card to download data from the car and review it on a computer in spreadsheet form.

With this heavy emphasis on electronics, data, specs and gadgets, it might be easy to forget that the GT-R is a car, with real attributes when driven in the real world. As promised, the car is docile and friendly at parking lot speeds, with no stiff clutch pedal to wear out the driver’s left leg.

Under way, the 3.8-liter twin-turbo-V6 engine pulls forcefully, with a character that is most similar in delivery to that of the Porsche 911 Turbo. Also like the Porsche, the wide front tires tend to tramline, following pavement seams and imperfections, so the tires tug at the steering wheel and cause the car to wander a bit at low-to-medium speeds.
Unlike the 911, however, this tendency diminishes with speed, so the GT-R conveys confidence-inspiring stability at high speeds, while the 911 hunts around in the lane in a way that erodes confidence that the car is doing exactly what the driver wants.

All-wheel-drive systems recently have become much more sophisticated, actively channeling power as needed to prevent intrusion on the car’s handling characteristics. This lets the four-wheel-drive GT-R handle more like a race car than a 4×4, which is a marked improvement over earlier AWD supercars such as the Lamborghini Murcielago. That car suffered distinct understeer on corner turn-in because of the power coursing through the front tires, but the GT-R dials most of the power to the rear under those circumstances, leaving the front tires free to steer more precisely.

Peugeot 207 HDi Review

In theory, the car works very well. It’s spacious enough to fit a small family and its belongings, and on paper it’s frugal enough to keep the finance manager happy at the end of the month. But one area it lacks – and quite noticeably – is when the car is loaded full of people and expected to perform. At certain times, it felt as though Peugeot had focused on getting the best fuel efficiency out of this engine, opposed to building it for drivability.

After loading five people into the car with some luggage, the 40-degree day required the added assistance of air conditioning. Coming onto the freeway onramp, I progressively increased the throttle from a standing start and received next to nothing in return. The lack of power was daunting at times. Plenty of forethought was required before even attempting any overtaking manoeuvres or pulling out in busy traffic.

In a way, the engine shouldn’t be the sole determinant of a car’s abilities. But, in this case – seeing as it’s built as a family car – the engine is the car’s Achilles heel.

If you put the engine to one side though, it’s a whole different story. The entire cabin feels very well built and quite solid. The dash plastics are superb and the build quality seems like that of a much pricier car. Rear leg room isn’t tremendous, but it caters for a small family and suits the car’s demographic.

The panoramic glass roof was an absolute hit with passengers and is a real marvel to stare through when hitting the rainforest. Boot space is also good, allowing families to store odds and ends, along with all their luggage for trips away. Braking and steering are both strong points of the 207 HDi Touring. The steering is extremely precise and lightly weighed. The brakes provide plenty of bite and instil confidence while driving – which I’ve found to be the case with all Peugeots I’ve driven.

So we’ve determined that it’s a bit of a handful when the car is loaded with passengers. But if you put the engine to one side, the new 207 Touring isn’t actually a bad car. It comes with plenty of features to keep a small family happy, while also being frugal in return.

It’s disappointing to see a lack of Electronic Stability Control (ESP) as standard equipment, but with a soon-to-be high-rating EuroNCAP rating, it’s sure to keep you safe in the event of an impact.

Don’t write off the new 207 HDi Touring before you’ve taken it for a test drive though – who knows, I may just be one of those people who whinges more than they should. That’s what my ex-girlfriend said anyway…

New Jaguar XJ Review

Jaguar.com - Already renowned for its all-aluminium body construction, state-of-the-art technologies and outstanding craftsmanship and build quality, the new XJ Portfolio is now even more desirable thanks to its unique exterior and interior styling cues.

Luxury, elegance and dynamic performance are XJ signatures. The XJ Portfolio adds a host of bespoke design cues and styling features that set it apart. The exterior is painted in either Celestial Black or Astral Gold, with contrasting side power vents in milled aluminium. A distinctive profile is completed by new 20″ Selena alloy wheels featuring red Jaguar ‘Heritage’ center badges.

XJ Portfolio’s dynamic excellence is underpinned by XJ’s all-aluminium monocoque body construction and highly advanced chassis and suspension. Lightness with strength and exceptional rigidity provide a platform for remarkable agility and performance, as well as safety, improved fuel efficiency and lower emissions. Computer Active Technology Suspension (CATS), Dynamic Stability Control (DSC) and a self-levelling air suspension ensure impeccable control and a ride that is involving yet composed and refined.

In the U.S., the 2009MY XJ Portfolio is available with Jaguar’s highly acclaimed 4.2-litre V8 supercharged (400 bhp SAE) or the naturally aspirated V8 engine. In either derivative, the XJ Portfolio offers effortless performance and exceptional refinement.

XJ Portfolio’s individuality is further reflected in a luxurious interior characterized by premium quality materials and exquisite attention to detail. The hand-crafted Rich Oak veneer is new to XJ Portfolio, and there is the choice of two unique interior themes – Navy or Ivory. Each features contrast piping to the softgrain leather upholstery, special twin-stitched door casings and headrests embossed with the Jaguar ‘Leaper’ design. The alloy gear selector, with aluminium gearshift surround, is also trimmed with Navy leather, and there are ‘Portfolio’ branded treadplates and special leather-edged carpet mats.

And XJ Portfolio’s premium specification includes individually heated and cooled front seats; 7-inch Touch-screen operation of the satellite navigation, Jaguar premium sound and dual-zone climate control systems; Bluetooth connectivity for up to five separate telephones; JaguarVoiceTM, Adaptive Cruise Control, and rear multimedia system with DVD player and twin display screens (depending on market).

Source: Jaguar.com

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