| 2011 Kia Sorento SX, an AW Drivers Log: Posted: 28 Jan 2011 06:55 AM PST  Kia The 2011 Kia Sorento EDITOR WES RAYNAL: A Kia Sorento was never really on my radar screen. In fact, I couldn’t say for sure whether I’ve ever driven one before. If, while testifying in court, the judge asked me whether I’d ever driven a Sorento, I’d have to say, “I don’t know, Your Honor.” I simply can’t remember. And now I know why: This trucklet is utterly forgettable and clearly not ready for prime time. It is too crude, it rides too rough, the handling is unrefined, the back seat is too tight, the front seats are uncomfortable, and materials inside too inexpensive. I haven’t heard doors clank shut this inexpensive-sounding since back in my 1970s dealership days and the Dodge St. Regis. I could go on, but why? The Sorento is actually not a bad-looking thing. The exterior styling is arguably its best feature. And the steering is decent, quick, with good on-center feel. But with the potholes beating the hell out of me, I simply did not enjoy driving it. The price: Even with all the bells and whistles this particular Sorento has, it’s still about $10,000 too high in my book. ASSOCIATE EDITOR JONATHAN WONG: First things first: Kia is doing a phenomenal job with its marketing. We had the giant rapping hamsters for the Soul and now the sock monkey with a bunch of other friends rolling around in a Sorento. The imagery has been ingrained in my head, which means a job well done. Besides clever advertising, this Sorento SX is a pretty nice crossover, too. The exterior wrapper is crisp and attractive with Kia’s company grille up front, isn’t over the top in any area, and it rolls on good-looking 18-inch wheels with what Kia refers to as a “hyper finish.” Being the range-topping model in the lineup, the SX also features specific front and rear bumpers, LED taillights, stainless exterior greenhouse trim, body-color side molding and chrome exhaust tips. On the inside, there’s standard navigation, a rearview camera, illuminated stainless-steel scuff plates, stainless pedals and an auto-dimming rearview mirror. Performance upgrades over the LX and EX models include a 0.4-inch lower ride height and dual-flow dampers to improve the Sorento’s handling prowess. Those suspension alterations help yield the most surprising thing about the Sorento to me, and that was just how responsive this tall, 3,704-pound ute is. Steering feel is hefty with quick response to commands, and the brakes offer respectable stopping response and pedal feel. Around town, the ride is a little harsh with almost every expansion joint and rut felt inside the cabin, and there was a fair amount of tire noise, too. However, out on smooth expressways, it’s oddly fine, quiet and rather comfortable. I realize the SX trim in the Kia scheme is supposed to veer toward the sportier end of the performance scale, but I think Kia would be wise to soften up the suspension for city dwelling a notch or two, while keeping the athletic handling intact. No major complaints about the overall design and layout of the interior with a simple center stack, but most of the materials throughout aren’t worthy of a near-$36,000 vehicle. All major surfaces are made from hard plastics, but in their defense, the finish looks good. The leather-wrapped steering wheel is a bit rough, and I found the seat cushions to be too hard--please Kia, soften those babies up! And the rearview camera isn’t of the highest quality. At night, there is lots of color-bleeding apparent on the screen, and the image just isn’t clear. Overall, this car dynamically is pretty good but is still rough around the edges. If the interior receives an upgrade in materials and the suspension is fine-tuned a little, it could be a formidably midsize-crossover entry. 2011 Kia Sorento SX Base Price: $34,690 As-Tested Price: $35,890 Drivetrain: 3.5-liter V6; AWD, six-speed automatic Output: 276 hp @ 6,300 rpm, 248 lb-ft @ 5,000 rpm Curb Weight: 3,704 lb Fuel Economy (EPA/AW): 21/18.4 mpg Options: Panoramic sunroof ($1,200) |
| 2012 Fiat 500, an AW Flash Drive: Posted: 28 Jan 2011 01:30 AM PST What is it? Fiat's return to the United States after a 27-year hiatus is a good one--the reborn Cinquecento (say "chink wa chento," Italian for "500"). Fiat has sold 500,000 of the cars in 80 different counties, and now it arrives on our shores. The Temecula, Mexico-built 500s we get are slightly different from those in the rest of the world. A stronger body structure, more sound insulation and things such as bigger seats and satellite radio added 80 pounds to the car. Plus, Fiat sourced a six-speed automatic transmission because U.S. customers don't really like manuals. What is it like to drive? While the 500's main competitor, BMW's Mini, is a better driver in many ways--a bit faster, quicker steering response, better seats--the differences are subtle. The 1.4-liter engine in the 500 features Fiat's Multi-Air technology, in which a hydraulic system controls the intake valves, ensuring the right amount of air makes it to each cylinder to improve efficiency. The result is a rev-happy mill that returns an EPA combined 33 mpg. The 500 is not a sports car, but there is enough power on hand to make the trip to the grocery store an entertaining experience. We found the seat bottoms a bit too short for our comfort--our major complaint with the car--and the steering was a bit too light. But pushing the dash-mounted Sport button firms up the steering, quickens the throttle response and--in cars fitted with the optional six-speed automatic--remaps shift points. The car is fun to drive, responsive and cute. It gets the kind of response from onlookers that usually is reserved for babies or little furry creatures. Do I want it? Price and style are the two main reasons to choose a 500 rather than a Mini. The 500 stickers for about $4,000 less than a comparably equipped Mini. In the subcompact market, that kind of price difference is huge. And the Fiat will be available in nearly twice as many dealerships. Right now, there are 130 dealers in 36 states, compared with about 80 Mini dealers. Fiat boss Laura Soave says more "studios" will be added to the lineup soon. And then there's the Italian style the 500 delivers. Even though you will be cruising streets in your neighborhood, behind the wheel of the 500, you can imagine zipping around Rome, dodging Vespas at every corner. The 500 is available in three different trim levels (Pop, Sport and top-of-the-line Lounge) and in 14 different colors--nearly twice as many as the average new car. Customization will be a major part of the 500 equation, with about 500,000 different configurations available. The cabin is filled with plenty of hard plastic, but there are other features to take your mind away from all that, including the speedometer/tachometer concentric-circle combo. If 101 hp doesn't suit your style, you can wait a year for the 140-plus-hp Abarth version that should be a rocket. But these first versions of the 500 are plenty fun to drive, with either the five-speed manual or the six-speed automatic, and did we mention that the car is really cute? 2012 Fiat 500 On Sale: Now Base price: $16,000 Drivetrain: 1.4-liter, 101-hp, 98-lb-ft I4; FWD, five-speed manual Curb Weight: 2,363 lb 0-60 MPH: N/A Fuel Economy (EPA): 33 mpg |
| 2012 Nissan GT-R, an AW Flash Drive: Posted: 28 Jan 2011 01:30 AM PST WITH VIDEO -- What is it? Four years into its speedy life, Nissan's iconic all-wheel-drive supercar gets something more than a mid-cycle facelift and, as such, becomes an even greater thrill. Better air flow through the intake and exhausts along with more boost mean horsepower goes up from 485 to 530, dropping the run from 0 to 60 mph to an almost-unheard-of 2.886 seconds. Rerouting the air through and around the car lowers aerodynamic drag from 0.27 cd to 0.26 cd. Further aero improvements, including a new valence panel out back, increase downforce by 10 percent. Suspension changes make it handle better while being far more comfortable to drive than before, though it stiffens up for performance driving with the flip of a few toggle switches. What is it like to drive? Like the supercar it is, but nicer and easier to pilot. We spent a morning on the best twisting mountain roads in California and an afternoon at Buttonwillow racetrack and got to see the car in its best possible light. While the curb weight of 3,829 pounds is still more than competitors (for comparison, the carbon-fiber-tubbed Lexus LFA weighs 3,263 pounds and makes 552 hp, a Porsche 911 Turbo is 3,461 pounds and has 500 hp), the GT-R does a delightful job of making you forget statistics and just drive. Paddle shifts through the dual-clutch six-speed transaxle take 0.15 second, 0.05 second quicker than before. Acceleration is beastly--we didn't clock it ourselves, but a 2.9-second 0-to-60 run (2.886 seconds according to Nissan) beats almost everything. Special software just for leaving the line is upgraded with slightly slower clutch engagement to save wear and tear on the transmission, a costly problem with earlier models. The AWD system has a rear bias for sports-car-like balance, with up to 100 percent of torque routed to the axle with the best grip. While actual balance is 53 percent front, 47 rear, you won't feel that as much with the GT-R's torque-management and traction-control systems constantly keeping things moving forward. We did a good number of laps around Buttonwillow and found ourselves enjoying it more each lap, as we learned not only the track but the GT-R's reaction to it. This truly is a car you could drive to the track, race all weekend and then drive home with your trophies strapped into those minimalist back seats. Do I want one? A Lexus LFA costs four times as much, Chevrolet Corvettes and Porsches are everywhere, and all the Ferraris go to people who aren't you. The new version of the Nissan GT-R stickers at just less than $90,000 and is still something of a rare bird in traffic, not to mention fun to drive and highly livable. Granted, there always will be those who say that it should have been a rear-driver and not all-wheel drive, and those guys have a point. With rear-drive, the car would weigh a lot less and perhaps behave in a livelier manner behind the wheel, maybe even be more entertaining. But there are traction and balance benefits to AWD, especially the way it distributes torque through corners to push and pull you out of whatever miscalculation you might have made going in. In the end, this is a great time to be in the market for a supercar, wherever your tastes run. 2012 Nissan GT-R ON SALE: February BASE PRICE: $89,950 DRIVETRAIN: 530-hp, 448-lb-ft twin-turbo, 3.8-liter V6; AWD, dual-clutch sequential six-speed rear transaxle CURB WEIGHT: 3,829 lb 0-60 MPH: 2.886 sec (mfr) FUEL ECONOMY (EPA): 16/23 city/hwy |
| 2011 Chrysler 300, an AW Flash Drive: Posted: 28 Jan 2011 01:30 AM PST What is it? The first-generation Chrysler 300 was all about the in-your-face bold styling, but this second-gen car is all about substance. This car has a much more refined presence, style and ride. With the car offered in V6 or V8 models, RWD or AWD, there would seem to be a model for anyone looking for a full-size sedan. What is it like to drive? The 3.6-liter Pentastar V6 will surprise and delight folks. While we love the 300C and the 5.7-liter Hemi that makes 363 hp and 394 lb-ft of torque, our choice for overall refinement, fuel economy and not to mention going easier on the wallet is the V6. Even driving in the rolling hills southeast of San Diego near the U.S.-Mexico border, the V6 easily accelerated to triple-digit speeds--going uphill. Do I want it? This is the most luxurious, most quiet interior Chrysler has produced. With the Fiat takeover of Chrysler, it was decided the company's flagship had to stand apart, and all involved took the job seriously--everything from the giant 8.4-inch info display in the center stack to the analog clock in the top center of the dash. Rolling along at highway speeds, the cockpit is whisper-quiet, making the 300 interior a pleasant place to be. Chrysler engineers went to great lengths to make the cabin quiet, installing two composite underbody panels that provide more than eight feet of acoustic insulation. Plus, the car has a dual-pane acoustic windshield and front-door side glass, body-cavity-silencing foam, underflush roll-framed doors with triple seals and acoustic wheel-well liners to absorb road noise. We sampled both the cloth and leather seats, and both are comfortable and supportive. The dash and door panels are fitted with soft-touch material that looks and feels good. The wood is real, and the twin-bezel instrument cluster sparkles like jewels. While the exterior styling may not have the same visual impact of the previous car, this new car is a leap forward for Chrysler in terms of luxury and refinement. 2011 Chrysler 300 On Sale: Now Base Price: $27,995 Drivetrain: 3.6-liter, 292-hp, 260-lb-ft Pentastar V6; RWD, five-speed automatic with AutoStick Curb Weight: 3,961 lb 0-60 MPH: N/A Fuel Economy (EPA): 20 mpg |
| 2011 Chrysler 200 convertible, an AW Flash Drive: Posted: 28 Jan 2011 01:30 AM PST  2011 Chrysler 200 convertible.  2011 Chrysler 200 convertible.  2011 Chrysler 200 convertible.  2011 Chrysler 200 convertible.  2011 Chrysler 200 convertible.  2011 Chrysler 200 convertible.  2011 Chrysler 200 convertible.  2011 Chrysler 200 convertible.  2011 Chrysler 200 convertible. What is it? Getting behind the wheel to drive new Chrysler 200 convertible, it was hard to believe the car is based on the much-maligned, dearly departed Sebring, which it seems was liked only by rental-fleet buyers. While the old car formed the basis for the new one, so much has been changed for the better that it seems almost unfair to mention the two cars in the same breath. What is it like to drive? The ride and handling has been significantly improved, with a more controlled response over rough road surfaces, as well as incorporating a steering feel that lets the driver know he is in control of the car. The second major change came to the interior, which now has soft-touch materials instead of hard plastic and a more pleasing-to-the-eye design. The convertible comes with either a folding soft top or hardtop that can be controlled via the key fob or a console-mounted switch. We drove a folding-hardtop model and found the cabin relatively quiet with the roof up, and with the roof down and a windblocker in place over the rear seat, conversations with our passenger were not problem, even at freeway speeds. Do I want it? If you are looking for a true four-seat convertible, the 200 is worth consideration. While the base four-cylinder offers an attractive entry price point, we'd opt for the 3.6-liter Pentastar V6 that makes 283 hp and 260 lb-ft of torque. We're told an "S" model will be coming, with even more performance. The exterior design certainly is an improvement over the Sebring and likewise, the interior is a couple of notches better as well. While we're pretty certain the 200 convertible will still be popular in rental-car fleets in Hawaii and Florida, the 200 would appear to be a good value for a midsize drop-top. 2011 Chrysler 200 Convertible On Sale: Now Base Price: $27,195 Drivetrain: 2.4-liter, 173-hp, 166-lb-ft I4; FWD, six-speed automatic with AutoStick Curb weight: 3,820 lb 0-60 MPH: N/A Fuel Economy (EPA): 23 mpg |
| 2011 Mercedes-Benz GL350 Bluetec, an AW Drivers Log: Posted: 27 Jan 2011 06:54 AM PST  Driver's Log Gallery: 2011 Mercedes-Benz GL350 Blu.  Driver's Log Gallery: 2011 Mercedes-Benz GL350 Blu.  Driver's Log Gallery: 2011 Mercedes-Benz GL350 Blu.  Driver's Log Gallery: 2011 Mercedes-Benz GL350 Blu.  Driver's Log Gallery: 2011 Mercedes-Benz GL350 Blu.  Driver's Log Gallery: 2011 Mercedes-Benz GL350 Blu. EDITOR WES RAYNAL: The thing I keep thinking about when I drive a GL is the impeccable road manners for a vehicle this big. The steering is on the money, and this thing just sails over road imperfections. It's probably not as sporty as an Audi Q7 and won't tow as much as a Chevrolet Suburban, but it's tough to argue with the Benz's on-road performance. I love the authoritative view of the road from behind the wheel--there is definitely a feeling of being in command. And it's so quiet out on the freeway. Stow the third row of seats and there is just a ton of cargo room, which was helpful over the weekend break. The power tailgate worked perfectly and was also helpful. There is little to no diesel rattle and I never caught even of whiff of diesel smell. The automatic transmission's shifts were imperceptible. The power and torque are terrific and there is almost no turbo lag. That the GL gets fuel economy in the near-20-something range is a bonus. The front buckets are firm and comfortable and the interior uses high-quality materials. The center console is a bit busy, but I got used to it (though I still think it takes too many steps to get from, say, AM to FM or from FM to satellite radio). Overall, this is a great luxury SUV. It's roomy, comfortable and with the diesel, it's efficient. 2011 Mercedes-Benz GL350 Bluetec Base Price: $61,825 As-Tested Price: $74,635 Drivetrain: 3.0-liter turbocharged diesel V6; 4WD, seven-speed automatic Output: 210 hp @ 3,400 rpm, 400 lb-ft @ 1,600-2,800 rpm Curb Weight: 5,423 lb Fuel Economy (EPA/AW): 19/19.6 mpg Options: PO2 package including auto-dimming mirrors, COMAND including HDD navigation and restaurant ratings, voice control for audio/phone/navi, media database, HD radio, iPod/MP3 interface with cable, driver's seat/steering wheel/mirrors with memory, power folding mirrors, power liftgate, rearview camera, satellite radio with real-time traffic, 4GB hard drive, Music Register, 115V AC outlet, premium sound with Dolby Digital 5.1, keyless go ($6,330); rear-seat entertainment ($1,950); three-zone automatic climate control with rear CC and air conditioning ($1,450); lighting package including bixenon headlights with active curve illumination, LED daytime running lights, headlight washing system ($985); steel grey paint ($720); blind-spot assist ($600); 7,500-pound trailer hitch ($550); heated steering wheel ($225) |
