Friday, December 31, 2010

Car Reviws

Car Reviws

2011 Ford F-450, an AW Drivers Log:

Posted: 30 Dec 2010 09:52 AM PST

the 2011 Ford F-450 Super Duty. JAKE LINGEMAN
The Power Stroke turbodiesel in the Ford F-450 Super Duty is rated at 390 hp.

INTERACTIVE EDITOR DALE JEWETT: This Ford F-450 Super Duty is about as big as it gets before you need to carry a CDL.

I took this truck and lived with it for several days for two reasons:

1. I like pickups--that's part of my Iowa roots.

2. It was looking a bit forlorn in the garage.

I was prepared for a bruising ride and plenty of slop in the steering, my preconceptions of a really heavy-duty truck. I couldn't have been more wrong.

It wouldn't be my first choice as a city dweller, but I could easily live with this truck as my daily driver, especially in a rural setting. Step rails on the side and grab handles on the A- and B-pillars make it easy to get in and out. Even when the truck is unloaded, the ride is comfortable, with hardly any hint of the expected rear-axle sidestep when rolling over bumps and potholes.

Given the truck's ground clearance, the pole handle and step built into the tailgate were a big help for getting in and out of the bed. And the factory-applied bed liner looked and felt plenty robust. I was glad to have the truck on the night I picked up a new snow thrower to handle the Michigan winter (electric start!).

This truck's main purpose is hauling, either a full bed or a nice fifth-wheel trailer. The new Power Stroke diesel engine pairs nicely with the six-speed automatic. No, I didn't tow with this truck--but I want to!

EDITORIAL INTERN JAKE LINGEMAN: Big Fast. That's what I'm calling this vehicle. Man, it's big, and jeez, it's fast. Put your foot down on the highway, and it will blow past almost anything else on the road. More than 700 lb-ft of torque! Enough to peel the pavement back like an area rug.

The ride isn't terrible, either. I thought the heavy-duty GMC we had was really bouncy, unloaded. This Ford doesn't seem as tightly sprung.

It will tow 16,000 pounds; that's enough for a small cruise ship or three large cars. It'll carry about 5,000 pounds more in the bed, good for about two cubic yards of rock, more than enough for a residential landscaping job.

That's how you have to think about these heavy-duty trucks, as a crew foreman.

Speaking of foremen, the instrument clusters in these full-size Fords are packed with technology for the job site. They have the tool-tag feature, which lets users put RFID tags on their tools so they won't misplace them. You can access files on an office computer right from the dash. And one truck in the fleet can be designated “Crew Chief” and can track the locations of the others.

When it comes to big trucks, I think our preferences are in our genes. I'm a Ford man myself, not sure why; the F-Series trucks seem to appeal to me more than others. I have friends, who are probably more familiar with trucks than I am, who swear by Chevy. Then there are the Ram guys.

Pickup trucks are so powerful and luxurious (and expensive) today that it really comes down to buyer preference. Ford men will take the F-450, Dodge guys can have the Ram, and Chevy guys take the Silverado. I'd guess most don't even cross-shop. All good trucks, all near the $50,000-to-$60,000 range. Pick your flavor and hitch up that Caterpillar!

2011 Ford F-450 4X4 DRW Crew Cab Lariat Styleside

Base Price: $58,370

As Tested: $63,655

Drivetrain: 6.7-liter turbodiesel V8; 4WD, six-speed automatic

Output: 390 hp @ 2,800 rpm, 735 lb-ft @ 1,600 rpm

Curb Weight: 8,170 lb

Options: Lariat Ultimate package, including power sliding moonroof, navigation system with satellite radio, memory group, remote-start system, rearview camera, tailgate step, heated seats ($3,995); spray-in bedliner ($450); fifth-wheel hitch prep ($370); all-terrain tires ($150); upfitter switches ($125); cable lock ($120); heavy-duty alternator ($75)

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Thursday, December 30, 2010

Car Reviws

Car Reviws

2011 BMW 328i Sports Wagon, an AW Drivers Log:

Posted: 29 Dec 2010 08:12 AM PST
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Wednesday, December 29, 2010

Car Reviws

Car Reviws

2011 Mazda 3 S Grand Touring Five-Door, an AW Drivers Log:

Posted: 28 Dec 2010 07:26 AM PST

EDITOR WES RAYNAL: This is about the perfect small car as far as I'm concerned. It combines everything I would need: Quick handling, decent power, a snappy gearbox, good mpg, hatchback practicality… it's a complete car. And even loaded as this one is with navigation and satellite radio and power this and that I don't find the sticker the least bit offensive.

The car loves to play. It feels light and spritely and the steering, for a front driver, feels spot-on to me. Everything inside is where one would expect and the controls are intuitive and easy to use. It all looks and feels right. Personally, I'd get the hatch equipped just as this one is. This is a terrific scooter.

EDITORIAL INTERN JAKE LINGEMAN: When a friend said he was looking to buy a Mazda, the enthusiast in me pushed him toward the Mazdaspeed 3. There's nothing that car can't do.

After being in this one, I'm glad he went with the naturally aspirated version. The 2.5-liter is quick enough for most regular driving. Which is what most of us do 90 percent of the time. At no point was I looking for more power. It seemed smoother, too. Obviously, the power in the turbo is erratic but the non-turbo just pulls up to redline with no jump or wheel slip or massive torque steer like the Mazdaspeed.

The gearbox's shifter is miles ahead of the Speed's, too. The Speed's shifter just isn't crisp enough. It had too much play and is too imprecise, while the naturally aspirated version felt significantly more robust.

The non-turbo version also rode better than the Speed. The tires were a bit smaller and softer, making normal driving more relaxed. I took the car on an airport run and had no trouble cutting through traffic and slipping into the fast lane with a quick downshift.

My only complaint, and it's a small one, is that you do have to shift out of sixth on the expressway to make a pass. With the turbo you could just put your foot down and you would be exceeding the speed limit in no time.

The VW Golf is a bit cheaper if you're looking for a five-door, but the styling is way less sexy, in my humble opinion. The upcoming Ford Focus hatchback should make this impressive segment even more crowded, and when that happens, you know who wins? The consumers.

2011 Mazda 3 S Grand Touring Five-Door

Base Price: $23,645

As-Tested Price: $25,530

Drivetrain: 2.5-liter I4; FWD, six-speed manual

Output: 167 hp @ 6,000 rpm, 168 lb-ft @ 4,000 rpm

Curb Weight: 3,064 lb

Fuel Economy (EPA/AW): 23/21.9 mpg

Options: Technology package including full color display with navigation, advanced keyless system, push button start, satellite radio with six month subscription, perimeter alarm, rain sensing wipers, bi-xenon headlights, pivoting adaptive front lighting, LED rear combination lights, auto on/off headlights ($1,835); rear bumper step plate ($50)

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Tuesday, December 28, 2010

Car Reviws

Car Reviws

2011 Honda Accord Coupe EX-L Navi, an AW Drivers Log:

Posted: 27 Dec 2010 07:17 AM PST

ASSOCIATE EDITOR JONATHAN WONG: Cars like the Accord coupe are a rare breed in the market. Besides this and the Nissan Altima coupe, there are no other coupe offshoots of regular midsize sedans. Toyota even abandoned this segment when it chopped the Camry Solara from its lineup not so long ago. Luckily for the people who do shop this segment, the Accord and the Altima are both strong entries.

As for this particular Accord coupe, it's a 2011 model to which Honda gave a mild freshening. On the outside are a new grille, new bumpers and new wheel designs. Other upgrades include a standard USB audio interface, new gauge faces and a rearranged center stack, and V6 coupes get a two-position driver's-seat memory setup.

If you directly compare the V6-equipped versions of the Accord and the Altima, you'll see that they match up almost identically. Both engines are 3.5 liters in displacement, with the Honda barely beating out the Nissan in the horsepower column (271 vs. 270). However, the Altima has the slight upper hand when it comes to torque, with 258 lb-ft compared with the Accord's 251 lb-ft. The most striking difference comes at the scale, where the Nissan with a six-speed manual rings in at 3,294 pounds, while the Accord is a porkier 3,423 pounds, for a difference of 129 pounds, which is a fair amount.

These coupes are in no way supposed to perform like sports cars. Their mission is to be comfortable cruisers that can handle being pushed hard from time to time, and both of them do it well. To me, the Accord is overall the more refined package of the two, with a handsome, high-quality interior built from nice materials. The engine-and-transmission combo is also one of the best on the market with fluid shifts from the six-speed gearbox and a great V6 that is not only smooth but also carries a lot of punch.

For normal driving, the suspension damps harsh impacts well, and little wind and road noise penetrates the cabin. Steering is fairly light but responsive, and the brakes are confidently strong with good pedal feel. When you decide to get at it, the Accord responds respectably with lots of grip through corners from the wide all-season Michelin tires, but there is a noticeable amount of roll. Of course, push it too hard, and you'll understeer.

Around a road course, I would rather be in the Altima, which is more responsive overall. However, if I was just looking for a coupe for the streets, it would undoubtedly be the Honda for its stronger all-around credentials. The Altima's interior isn't as comfortable, the Nissan V6 drone gets tiresome after a while, and the manual's shifts are crunchy compared with the Honda's. I also happen to like the Accord coupe's bolder-looking sheetmetal.

2011 Honda Accord Coupe EX-L Navi

Base Price: $32,480

As-Tested Price: $32,480

Drivetrain: 3.5-liter V6; FWD, six-speed manual

Output: 271 hp @ 6,200 rpm, 251 lb-ft @ 5,000 rpm

Curb Weight: 3,423 lb

Fuel Economy (EPA/AW): 20/22.1 mpg

Options: None

2009 Nissan Cube: Long-termer wrap-up:

Posted: 27 Dec 2010 07:08 AM PST

Our love affair with the Nissan Cube cooled off toward the end of our year with it. During the first three months, we were smitten with the funky, asymmetrical box. The cargo room, decent steering and loud stereo made the Cube a good around-town cruiser and people mover. Airport trips, camping duty and Costco runs were the norm, with rare complaints aside from wind noise at expressway speeds.

The Cube was packed full of options for our yearlong test, to the tune of $5,270. The Preferred package included keyless entry and ignition, upgraded stereo with iPod input, fog lights and rear parking assist. The comically named Ginormous package gave us the aero kit, interior accent lights and other custom bodywork.

It was the looks that drew us in at the beginning. We loved being the center of attention. A few staffers noticed other cars jockeying for position to get a better look. But it was not universal praise for the sheetmetal. “Interesting” was the comment most often heard.

“Well, first, the Cube is asymmetric,” one editor noted, “and that is generally unusual except in concept cars or cars as art or, for God’s sake, cars built by Ed Roth. Also, it seems taller than it is wide. That’s not generally the proportion that designers embrace.”

But we liked it. The only time the styling became an issue was when a staffer tried to unload it in her garage and found that the wide-swinging rear door needed space to open all the way.

The 1.8-liter, 122-hp I4 performed as expected. Entering the fast lane was still a chore, and keeping the Cube steady at speed took a firm hand and a keen eye on the weather report.

That’s where the Cube received mixed reviews. In any sort of wind, the upright box was thrown around significantly, especially on the highway. In the rain, the Cube didn’t inspire much confidence during lane changes or avoidance maneuvers. The one place where it did show its chops was in the snow. The skinny tires made cutting through the white stuff easy, and the well-modulated brakes kept sliding to a minimum.

The continuously variable transmission was generally unremarkable in the first half of the year. It provided enough acceleration for normal duties and kept the noise to a minimum. We chose the CVT because it was the more newsworthy transmission and because buyers are more likely to opt for it than for the manual.

Later in the year, the CVT and the engine grew louder. Several editors called it whiny or buzzy. Some resorted to turning the radio up to drown out the noise. By the end of the year, the combo seemed to be working extra hard.

The CVT wasn’t the only noise in the cabin. In our last quarter, we found rattles in the center stack and the steering column, and the rear seemed to crash loudly over bumps. The year of constant duty took its toll.

We didn’t overuse the Cube. In the first half of the year, it saw about 10,000 miles of service. As our fondness cooled, we logged only about 5,000 more.

Over the course of those miles, the Cube didn’t need any major repairs. Maintenance included three scheduled stops, for a total of $152.58. That’s a very low running cost considering that one scheduled stop in a luxury car can cost twice as much. Three recalls were dealt with, one for tire-pressure monitor nuts, one for the fuel-filler tube and one for the rear door handles. None was major, and none had the Cube out of service for more than an afternoon.

It was a fun year in the useful-but-noisy Cube. What we’ll remember most are the puzzled looks from other drivers, the capacity to stack great amounts of cargo in the rear and the fact that every car doesn’t need to be a wedge-shaped coupe or a mundane sedan.

And we can’t forget about the piece of shag carpet on the dash. What was that for, anyway?

2009 NISSAN CUBE 1.8 SL

MILES DRIVEN (QUARTER/YEAR): 2,636/14,796

FUEL ECONOMY (QUARTER/YEAR): 27.4/26.6 mpg

FUEL COST (QUARTER/YEAR): $265.32/$1.492.99

DAYS OUT OF SERVICE (QUARTER/YEAR): None/none

MAINTENANCE: 11,250-mile service, including oil change, top off fluids, multipoint inspection ($38.47); 7,500-mile service, including oil change, lube latches and hinges, clean and adjust brakes, rotate tires, top off fluids and multipoint inspection ($77.82); 3,750-mile service, including oil change, multipoint inspection ($36.02); recall to replace both rear door handles (warranty); recall to replace fuel-filler tube (warranty); recall to replace tire-pressure-monitor sensor nuts (warranty)

ORIGINAL STICKER PRICE: $22,780

TRADE-IN VALUE: $14,200

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Thursday, December 23, 2010

Car Reviws

Car Reviws

2011 Mercedes-Benz E350 4Matic Wagon, an AW Drivers Log:

Posted: 23 Dec 2010 06:45 AM PST

2011 Mercedes-Benz E350 4Matic Wagon Jake Lingeman
The 2011 Mercedes-Benz E350 4Matic Wagon

NEWS EDITOR GREG MIGLIORE: This elegant Mercedes cut through a dim, dreary morning in late fall to propel me to work, even as my eyelids remained heavy.

The steering is a touch light, but it makes for easy navigation of this large hauler. The suspension is comfortable and soft, though not overly so, so there’s still a degree of Mercedes sport mojo present. It’s a big car, but I didn’t experience much roll or flab, and this car has a taut demeanor.

The potent V6 is strong from launch and adept at passing; I summoned 6,000 rpm to hit 70 mph from a crawl in expressway congestion with ease. My one beef here is, why premium fuel for a 268-hp, naturally aspirated V6?

Inside is a quiet, luxurious setting with handsome black and faux wood parts. The silver dials are easy to read and sharp, and the seats are comfortable and supportive. This oversized steering wheel has a sporty shape, which always helps with a wagon, and nice leather grips. It adds an element of fun to an otherwise austere vehicle. The sound system is smooth, and I savored some mellow Springsteen piano ballads on the way in to set a mellow vibe.

The outside features subtle curves around the wheels, athletic exhaust outlets and impressive headlights and taillights. Mercedes has crystallized its designs in recent years, becoming sharper and more lined; I like it.

The E-class is an impressive execution, and the V6 wagon is simply another well-done iteration of that.

COPY CHIEF WENDY WARREN KEEBLER: Greg! Your eyelids were heavy? I could barely focus on the other, no doubt sterling aspects of the Mercedes wagon because I was bewildered by the little steaming-coffee-cup icon on the IP, below the speedometer and the external temp gauge. I tried to persuade myself that it looked like a tire-pressure-monitor symbol, but no. I learned later that it is indeed a steaming coffee cup and that it is a Mercedes nanny that warns you not to drive while you’re drowsy.

Greg, were you and your heavy eyelids not paying attention? The graphic stayed lit steadily throughout my half-hour in-bound commute, but I swear I was wide awake the whole time--perhaps this was a comment on my driving style?

EXECUTIVE EDITOR--AUTOWEEK.COM BOB GRITZINGER: This has to be among the most sedate of the E-class models, a luxury liner par excellence to be sure, but not a terribly exciting car either. I drove it very deliberately and patiently, not making any sudden moves whether accelerating, braking or steering. I was rewarded with a calm, quiet, comfortable drive, with the audio system providing a perfect accompaniment. This is why Mercedes sells a bunch of these Es--not for their performance prowess, but for their unflappable steadiness. I felt like I could’ve driven a thousand miles without growing weary. Bored maybe, but not tired.

ASSISTANT ART DIRECTOR/DESIGNER TARA KLEIN: I found myself frustrated in the first few moments of my encounter with the Mercedes-Benz E350 4Matic Wagon, as my fingers blindly fumbled around on the side of and underneath the driver’s seat, trying to locate the controls to move it forward to accommodate my short stature. My grimace quickly turned to embarrassment when my eyes graced the door panel that featured a clear representation of the seat, and the buttons that controlled it. My comfort level instantly followed and I got on my way.

The smooth, almost untraceable shifting through the seven gears made for a series of pleasant weekend drives. One of these trips included a grocery stop with my mother. As we both piled our foodie finds into the cart for our respective households, I didn’t flinch when it came to the thought about room in the vehicle. The rear cargo area easily swallowed all of our bags and two cases of bottled water, and we didn’t even need to put one item in the second row of seats.

Other than the large storage capacity this wagon has, the interior overall was quite impressive and featured a mixture of high-quality materials that radiated the feeling of luxury. The composition of the center console was right on, with the radio control rooted exactly where my hand naturally rests. As an avid song-switcher, having that literally right at my fingertips and having the ability to keep my eyes on the roads at all times is an excellent benefit.

Speaking of keeping my eyes on the roads, those roads are getting whiter with snow these days, and this E-class handled the change in season without a hitch. The level of stability and quality of handling stayed consistent throughout all of the road situations I encountered, even my parent’s pockmarked dirt road.

I can see a lot of SUV and crossover fans taking a long look at this Mercedes. The third-row seating capacity and storage space are enticing, and the sharp Mercedes look and ride quality don’t hurt, either. The price does leave a bit of a sting and will probably turn some heads the other way, but if you are in the market for a luxury hauler that fits just about anything and can massage you along the way, this is a good contender.

2011 Mercedes-Benz E350 4Matic Wagon

Base Price: $57,075

As-Tested Price: $66,890

Drivetrain: 3.5-liter V6; RWD, seven-speed automatic

Output: 268 hp @ 6,000 rpm, 258 lb-ft @ 2,400-5,000 rpm

Curb Weight: 4,213 lb

Fuel Economy (EPA/AW): 19/18.6 mpg

Options: Premium package including COMAND system with 40GB hard drive, GPS navigation, real-time traffic data, voice control, 6GB music register, Harmon/Kardon surround sound with Dolby Digital 5.1 HD radio, satellite radio, iPod/MP3 media interface cable, heated front seats, rear side window sunshades, bixenon headlights with active curve illumination, adaptive high-beam assist, LED daytime running lamps, headlamp washers, keyless-go ($5,950); black leather ($1,620); wheel package including 18-inch AMG twin six-spoke alloy wheels, sport steering wheel ($750); palladium silver paint ($720); drive-dynamic multicontour driver’s seat with massage ($660); AC power outlet ($115)

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Wednesday, December 22, 2010

Car Reviws

Car Reviws

2010 Saab 9-5 Aero Sedan, an AW Drivers Log:

Posted: 22 Dec 2010 06:41 AM PST

2010 Saab 9-5 Aero Sedan Jake Lingeman
The 2010 Saab 9-5 Aero Sedan

EDITOR WES RAYNAL: This is a nice car that could be a fine, less expensive alternative to the Audi A6/BMW 5-series cliché, though I wonder how many BMW owners even realize Saab is still in business.

We’ll see how it plays out in the marketplace, but this car drives well, and I guess it should since it’s been, what, 13 years since the old 9-5 came out? This one is on General Motors’ Epsilon platform, which underpins a ton of GM stuff here and overseas. The car is roomy and tight, the six-cylinder has more than enough power and the ride is smooth. The gearbox is smooth, too, whether using the paddles or not. The seats are among the best in the business, in my opinion.

The question is, under new ownership, will Saab be able to get enough buyers into the showrooms for a test drive? If it can, buyers should be impressed with this car. I was. I’m looking forward to trying the 2.0-liter turbo four-cylinder.

EXECUTIVE EDITOR--AUTOWEEK.COM BOB GRITZINGER: For various reasons--new Spyker ownership, the AWD powertrain from the 9-3 Turbo X, the first new 9-5 in more than decade, the new styling--I’ve been looking forward to getting behind the wheel of the new 9-5 for months. I’m happy to report the car lived up to my expectations and then some.

The look is handsome but hardly groundbreaking, and some might complain that it lacks the distinctive Saab-ish oddness of some past models. But I think that’s a good thing for a post-GM survivor trying to live on and appeal to a wider audience. To my eye, the car is likable and is true to the 2006 Aero X concept look. Spending a few days with the car did nothing to change the positive impression that I’ve had of the car since it was first revealed, and since I first saw it on the road.

Inside, there are plenty of unique styling cues, from the brightly readable instruments (yes, including the turbo-boost gauge) to the Saab-centric START button on the center console. The seats are among the best bolstered and most comfortable of any car.

Meanwhile, this powertrain is just what the doctor (or maybe appropriately, the Wall Street banker) ordered, coming with plenty of boosted grunt applied to all four wheels. This XWD (“cross”-wheel drive) setup, along with the new Epsilon chassis HiPerStrut in the front suspension, eliminates the Saab hazard of overpowered, torque-steered front wheels. Understeer also is limited via the XWD, which works with an electronic limited-slip rear differential to power the car through corners rather than cutting power via ABS as in most systems. The steering loads up predictably in corners to provide a good feel for what the car is doing. The result is a launch feel and cornering grip normally associated with Audi quattro AWD cars. It’s really a blast.

In the nitpicking department, in lieu of a stick shift, I’d like the steering-wheel shift paddles to control the gearbox without having to slap the shift lever into manual mode. And, I may be alone in this, but I miss the Scandinavian-design cupholders that elegantly deployed from their dashboard slots (though the new holders are just fine). I guess I’d like my Saab to be just a touch more Swedish, rather than mainstream European.

Though $52,000 may seem pricey, it’s a relative bargain compared with all-wheel-drive A6s, 5-series cars and Mercedes-Benz E-class 4Matics. And Saab’s unique new position in the marketplace might give it just the special niche that those marques previously enjoyed and exploited to their current success.

COPY EDITOR CYNTHIA L. OROSCO-WRIGHT: This is the first time I’ve driven a Saab, and the drive was fine. I wondered how the car would handle in the snowy, frozen conditions, and it did well. The car felt planted, and only on one instance, at a particularly nasty intersection, did I feel a bit of slip from the back end.

I didn’t get a chance to get a sense of the 9-5’s power, given the conditions, but braking was solid, the interior presents well and the controls are easy to use. To echo the guys, the seats are indeed comfy. On such a blustery day, the seats warmed up quickly, and the car followed soon after. I’m not sold on the lines of the sheetmetal, but overall, this is a nice package.

ASSISTANT ART DIRECTOR CHERYL L. BLAHNIK: The thing I always liked about Saabs is the power they offer off the line, and this car still seems to have that. Unfortunately, I had to take it real easy because the roads were mostly ice-covered.

Saab exteriors have always been interesting, too, but this one has me scratching my head. It reminds me of a big oblong egg. It seems like it is unfinished, not polished. I’d seen photos of the car and chose to give it the benefit of a doubt and wait until I saw it in person, and my eyes were disappointed. The interior is nice and streamlined with nice accents on the steering wheel and door panels. Unlike Wes, I had a hard time finding a good driving position.

ASSISTANT ART DIRECTOR/DESIGNER TARA KLEIN: I was in the Saab 9-5 for what became the most treacherous, stressful and lengthy commute into work that I have ever experienced. Reflecting on my six- hour trip that spanned 63 miles, I am incredibly pleased with how this car handled not only the roads but my comfort level as well.

No pit stops, no bathroom breaks—there I was, just parked in the middle of the expressway with occasional periods of crawling. Even though my patience was quickly deteriorating, my feeling of comfort inside the Saab was consistent throughout the trip. I agree with Wes and Bob that the seats in this car are above and beyond most. The quality materials and amount of support were very impressive, and the entire interior was easy to navigate and control.

As for the exterior, well, I could take it or leave it. Playing it safe is the best way I can put it, and it’s really too bad considering the thought and execution that were put into the rest of the car.

The icy road conditions were not a problem for the 9-5 with winter tires on it, but this also could be because I tend to go into “tortoise” mode when I see eight vehicles spun out in a one-mile span. However, when I had the rare ability to get the car over 20 mph, it felt controlled, strong and unwavering. In the days before the snow, I got to fully experience the amount of power and excellent handling this car has to offer.

I am very thankful I had a vehicle of this caliber to help me achieve the AutoWeek Record for Longest Commute Into Work.

2010 Saab 9-5 Aero Sedan

Base Price: $48,390

As-Tested Price: $52,530

Drivetrain: 2.8-liter turbocharged V6; AWD, six-speed automatic

Output: 300 hp @ 5,500 rpm, 295 lb-ft @ 2,000 rpm

Curb Weight: 4,350 lb

Fuel Economy (EPA/AW): 20/20.4 mpg

Options: Navigation with eight-inch color screen ($2,395); Harmon-Kardon surround sound ($995); 19-inch alloy wheels ($750)

2011 BMW 128i Coupe, an AW Drivers Log:

Posted: 21 Dec 2010 07:19 AM PST
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Tuesday, December 21, 2010

Car Reviws

Car Reviws

2011 Ram 1500 Outdoorsman, an AW Drivers Log:

Posted: 20 Dec 2010 10:45 AM PST

a rear view of the Ram 1500 Outdoorsman.
The Ram 1500 Outdoorsman is fitted for hauling hunting gear and towing.

EXECUTIVE EDITOR--AUTOWEEK.COM BOB GRITZINGER: There's nothing like the security of having a rough-and-tumble, fully functional truck when it comes time to head out to hunting camp. The Ram 1500 Outdoorsman fits that bill to a T, with its wicked blacked-out grille, fender flares, all-terrain tires, trailer-towing upgrades and lockable, lighted RamBoxes equipped with gun (and/or fishing rod) Mopar RamBox Holsters. We loaded up a passel of hunting stands and gear, secured two rifles in one of the RamBox Holsters, packed our archery equipment in the back seat and hitched up a packed popup camper for a four-day excursion into the woods to deer-hunting camp. The truck towed like a dream, almost as though the 2,500-pound camper wasn't there, with the extended trailering mirrors providing a good view of everything in the vicinity of our home on wheels.

Compared with our long-term Ram, the Outdoorsman is a little less well equipped on the comfort and convenience side (no automatic temperature control or seat heat, no back-seat video system) but better equipped for camping, trailering, hauling and off-roading endeavors, with its skid plates, trailer brake system, beefier suspension, off-road tires and limited-slip rear diff. Some common goodies: underfloor storage bins, iPod connector, power outlets in 12-volt and 115-volt varieties.

The dual power plugs came in handy when we needed power to run important things such as the camper's little gas furnace and some lights. But we found that the heater and overhead lights drew too much power for the 150-watt maximum of the 115 outlet. Instead, we ran a 300-watt inverter off the 12-volt plug until, at some point, it quit. Luckily, we had the 115 plug as a backup. This proves the point that when you're camping and hunting, you should be able to count on your reliable equipment, but you should also always, always have a backup. In this case, the Ram came through in spades.

The truck's back seat also did double duty as a storage place for equipment that needed to be secured, such as bows and fellow campers' firearms. We folded up the back seat and used it like a giant gear locker.

On road, the big Ram was a capable driver, although the extra-knobby tires proved noticeably louder on the highway than the tires we're used to on our long-term Ram. Off-road, the truck was a beast, powering through back roads and trails without breaking a sweat or slipping and sliding in any way. We used some 4x4 from time to time but only needed it once in a while in some deeper mud ruts.

The Outdoorsman might not be for everyone, but then, neither is the Ram. For those who want a killer truck, though, the Outdoorsman is the right tool for the job.

ASSISTANT ART DIRECTOR CHERYL L. BLAHNIK: Now, this is the kind of truck that would be a huge hit in my small hometown in Michigan's Upper Peninsula. It has no fancy leather seats with seat warmers, no heated steering wheel. It's got some meaty tires and skid plates, so it's perfect for doing a little two-track off-roading but not so great if you're looking for a quiet ride home on the expressway. I like the cloth seats and basic interior--there's nothing worse than ruining a nice leather seat when you're out in the wilderness.

Like our long-term Ram, this Outdoorsman still drove on the expressway comfortably, and I like the ride height, which enabled me to have a nice, clear view of the road ahead.

EDITORIAL INTERN JAKE LINGEMAN: I can't help but think of the line from Wayne's World, "I don't own a gun, let alone many guns, that would necessitate a gun rack." But for those who do, there are two in each of the RamBoxes.

I like the blacked-out grille and the two-tone paint on the Outdoorsman. It's understated. On a truck like this, the less chrome, the better, as far as I'm concerned.

The Outdoorsman is supposed to be all of the stuff hunters and fishers want without any of the stuff they don't need. I'm not a hunter or fisher, but if I was, I think I'd like some heated seats. I can imagine jumping in after some ice fishing and cranking up the warmers before the car heats up.

The massive clearance is a plus, and the skid plates would make for a confident trip through a forest trail. Some step bars would be nice--the cab is high up--but I'm not sure if that would bring clearance problems.

The price on this truck is a bit high. It's supposed to be just the stuff you want at a fair price. The Hemi engine and crew-cab option add $5,000 alone. A few more options, and you're near $50K. That's quite a chunk of change for what should be a utilitarian ride.

2011 Ram 1500 Outdoorsman

Base Price: $39,615

As-Tested Price: $47,820

Drivetrain: 5.7-liter V8; 4WD, five-speed automatic

Output: 390 hp @ 5,600 rpm, 407 lb-ft @ 4,000 rpm

Curb Weight: 5,391 lb

Fuel Economy (EPA/AW): 15/11.7 mpg

Options: RamBox cargo management system ($1,895); media center 730N CD/DVD/HDD/nav radio including 30GB hard drive, 6.5-inch touch-screen display, GPS navigation, iPod control, satellite traffic ($1,565); Customer Preferred package 26T, including black door handles, body-color grille, halogen quad headlamps, all-terrain tires, painted front bumper, painted rear bumper, extra-heavy shock absorbers, tow hooks, antispin differential rear axle, 3.92 rear axle ratio, fog lamps, transfer-case skid-plate shield, front suspension skid plate, class IV receiver hitch ($1,130); premium cloth bucket seats with power lumbar adjust, rear 60/40 split-folding seat, 115V auxiliary power outlet, floor-mounted automatic shift lever, power 10-way driver's seat ($925); Luxury group, including auto-dimming exterior mirrors, leather-wrapped steering wheel, steering-wheel-mounted audio controls, auto-dimming rearview mirrors, overhead console with universal garage-door opener, fold-away exterior mirrors with supplemental signals, courtesy lights, sun visors with vanity lights ($680); Technology group, including rear ParkSense assist system, premium sound ($495); spray-in bed liner ($450); remote start/security group with security alarm ($335); trailer brake control ($230); rear backup camera ($200); power-adjustable pedals ($125); fold-away power trailer mirrors ($100); 32-gallon fuel tank ($75)

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Saturday, December 18, 2010

Car Reviws

Car Reviws

Lamborghini LP 700-4, an AW Flash Drive:

Posted: 10 Dec 2010 06:54 AM PST

Lamborghini LP 837
The Lamborghini LP 700-4 prototype will evolve into the next version of the Murciélago.

What is it?

This is the Lamborghini LP 700-4, a shadowy, camouflaged prototype that foretells of the Murciélago replacement. It uses a 700-hp, 509 lb-ft, dry-sump V12 and loads of carbon fiber for a lightweight demeanor.

There are three of these prototypes in the world, each in a different stage of development, and they're worth gazillions for their information-gathering value alone.

How's it drive?

With the V12 howling, the four wheels bite harder than they ever did on the Murciélago (it's now a Haldex IV center diff, rather than a viscous coupling) and the seats slam you so hard they take your breath away.

All the while, the bellow in your ears is shamelessly belligerent, but with a sheen of smoothness the old V12 never had. It's as if the only tremors coming from the motor are the ones Lamborghini wanted it to have, rather than the ones they were forced to live with.

No other car in the world changes gear this fast. First to second hammers home in just 0.05 second in the Corsa mode, and it doesn't do it smoothly, either. There's a marked, metallic “bang” and a shudder runs through the car and then it's back, ripping all 700 horses into the road again.

Do I want it?

Of course you do. It's a jet of a thing. Lamborghini tech boss Maurizio Reggiani insists the car will blast to 62 mph in less than three seconds and will have a 217-mph top speed. I have no reason to doubt him.

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Friday, December 17, 2010

Car Reviws

Car Reviws

Test-driving the Mercedes-Benz B55, the ultimate pocket rocket:

Posted: 17 Dec 2010 07:20 AM PST

What you should know before anything else is that the B55 is not a regular Mercedes-Benz model. Nor is it being considered for sale--not now and not at any time in the future. That’s unfortunate because this wild take on the German carmaker’s wholesomely conservative B-class is an absolute riot.

As its name suggests, the superbly constructed one-off prototype is well removed from the standard B-class. Having started life as a humble European-market B200 CDI, it has been liberated from its standard turbocharged 2.0-liter four-cylinder diesel engine. Shoehorned into its place and other extremities of the engine bay is the 5.5-liter V8 unit packing 383 hp and 391 lb-ft of torque.

How the engine fits under the heavily sloping hood within the tight confines of the compact car--using the original mounts and without any modification to the standard steel body structure--remains somewhat of a mystery. But with polished-chrome inlet plumbing and other visual tweaks, it certainly looks the goods.

And it sounds it, too. Turn the key and you’re treated to a deliciously throaty soundtrack thanks to a new exhaust system created from various replacement parts that does without the usual silencers and back-pressure-reducing trickery. If you didn’t know, you could be forgiven for thinking it was the product of AMG, which apparently had no direct input into the new car.

The engine is not the only highlight. Mercedes’ trainees also ditched the B-class’s front-wheel-drive layout for rear-wheel drive, running a propshaft from its new seven-speed automatic gearbox under the flat floor toward the rear, where it mates with an axle from the old E430 Estate. To cope with the increased performance, it also adopts the brakes from the decade-old C32 AMG with discs up front and at the rear. Because of the limited development, though, there’s no traction control or stability program to corral the engine’s reserves.

The result is a driving experience quite unlike any other B-class--unlike any other Mercedes-Benz, for that matter. Without registration for road use, we used Mercedes-Benz’s Rastatt test track to determine that the B55 is more than mere show. It also possesses surprisingly mature dynamic properties. With extra weight over the front axle, distribution definitely favors the front end. But there is sufficient balance and grip to allow you to attack corners with real gusto.

Apart from a lack of self-centering with the steering, whose packaging has been compromised by the need to give up so much space to the engine and thus runs a smaller hydraulic pump than perhaps is required, the B55 also steers accurately, rides with impressive comfort and is free of any obvious vices.

It is decently quick in a straight line. Andreas Wurz, a foreman in the technical-vocation-training department who is largely credited with the idea behind the new car, reckons it should be good for 0 to 62 mph in less than six seconds when he finally gets around to strapping some measuring equipment to it. He’s lying, of course. This thing will easily run in the low five-second bracket.

The B55 looks rather striking. As you can see, Mercedes-Benz’s team of trainees managed to package the new engine and driveline without any obvious changes to the standard B-class body--a remarkable achievement given the major driveline modifications that took place underneath. But with a lowered ride height, 18-inch wheels shod with 235/40 (front) and 255/35 (rear) profile tires and two centrally mounted chrome tailpipes, it possess a much more aggressive stance than its standard sibling.

Sadly, though, it’ll never progress beyond this prototype. But with a new, second-generation B-class due out at the Frankfurt motor show in September and likely to be sold in North American, it is a fitting way to send off the first-generation of Mercedes-Benz’s popular compact.

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2011 Nissan Maxima 3.5 SV, an AW Drivers Log:

Posted: 17 Dec 2010 06:34 AM PST

2011 Nissan Maxima 3.5 SV Nissan
2011 Nissan Maxima 3.5 SV

NEWS EDITOR GREG MIGLIORE: There are a lot of healthy size sedans on the market, and this Maxima is one of the better ones. I really like the swoopy styling with the sharp headlights and a prominent grille. It looks like a flagship four-door. The inside is a clean execution, and the black cockpit and seats are simple and sporty. The steering wheel has athletic leather gripping, which I liked.

This car has a little bit of punch, and the V6 is strong. This is a big car, but it’s got enough power underhood. The CVT was nonoffensive to me. I know some have strong feelings on this subject, but the gearbox was fine, I thought. Steering has a decent feel, just a bit off-center, and it’s an easy-to-direct car, though it does have a large demeanor. The chassis is comfortable yet well sprung; it’s a nice balance of athleticism and relaxation.

I like big sedans. This one is solid in looks and drive character.

COPY EDITOR CYNTHIA L. OROSCO-WRIGHT: This was a fun car to have over the weekend, and we did quite a bit of running in it.

I liked the look of the Maxima when I walked up to it. There are nice, not-overdone bulges around the wheel wells, and those and the lines of the hood give the car a muscular look. I also liked the metallic gray color on the sheetmetal. The wheels are nice and help the car stand out some.

Inside, the materials are quality and the seats are comfortable. Especially pleasing were the seat heaters and the heated steering wheel over a very cold weekend. There is good legroom throughout and plenty of space for back-seat passengers. The HVAC and sound-system controls were easy to use and right at hand.

The trunk provided lots of room for many holiday gift purchases over an entire day of battling the crowds. A big-box-store associate was easily able to slide a 32-inch television (in its box) into the back seat, and we transported it and everything else home with no problems.

Throughout the weekend, the Maxima’s V6 was strong, whether on the expressway or off the line in crazy shopping traffic. The brakes confidently slowed things down when necessary. And I liked the way this car stood out in parking lots full of four-doors. The fuel-economy number I got from my fill-up leaves a little something to be desired, but overall, this is a nice package.

EDITORIAL INTERN JAKE LINGEMAN: Even with all-season, semiperformance tires, this Maxima ate up the snow. The CVT combined with front-wheel drive made my drive home a no-drama affair. Of course, if you floor the pedal, the tires spin on the ice easily. But if you’re conservative with the right foot, the CVT’s low-torque starts are perfect for slush and ice.

These Maximas are pretty quick. I wish I had more driving to do or at least a few expressway blasts. My commute to work mostly involves slower-speed side streets.

Bonus points for heated seats and steering wheel. Once you get past the initial cold in the morning, the seats and the wheel are all you need.

I like the new-generation Maxima better than the last two or three. It has more of a boxy look; the front end is near perpendicular to the pavement. But it’s a slick, curvy box. The headlights are eye-catching, as are the taillights. Out-of-the-ordinary styling doesn’t bother me at all.

2011 Nissan Maxima 3.5 SV

Base Price: $34,280

As-Tested Price: $39,090

Drivetrain: 3.5-liter V6; FWD, continuously variable transmission

Output: 290 hp @ 6,400 rpm, 261 lb-ft @ 4,400 rpm

Curb Weight: 3,565 lb

Fuel Economy (EPA/AW): 22/18.0 mpg

Options: Sport package including sport-tuned suspension, 19-inch aluminum wheels with 245/40VR-19 all-season tires, smoked HID headlights, heated premium-leather-appointed seats, premium-leather heated steering wheel, power tilt/telescoping steering column, paddle shifters, automatic entry/exit system, driver-side memory, auto-dimming outside mirror, heated outside mirrors with reverse tilt down, rear bucket seats, rear-seat trunk pass through, rear seat fold-down armrest, metallic link trim, dark chrome grille and rear spoiler ($2,080); sport technology package including hard-drive navigation system with voice recognition, 9.3GB Music Box, satellite traffic, DVD playback capability, streaming audio via Bluetooth ($1,850); monitor package including seven-inch color monitor with rearview monitor, 2GB Music Box with 800MB storage, auxiliary audio jack, USB connectivity, iPod net in center console ($700); floor mats and trunk set ($180)

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