Monday, December 13, 2010

Car Reviws

Car Reviws

2011 Mercedes-Benz E550, an AW Drivers Log:

Posted: 13 Dec 2010 06:43 AM PST

2011 Mercedes-Benz E550 Mercedes-Benz
The 2011 Mercedes-Benz E550

EXECUTIVE EDITOR--AUTOWEEK.COM BOB GRITZINGER: This is the sweet spot E-class, with the big V8 and slick seven-speed automatic, that fills the space between the V6 model and the wicked E63 AMG. This one comes with navigation, satellite radio and superb surround sound audio, lane-departure warnings and lane-correction system--a lot of the bells and whistles along with all the basics that make this generation of the E-class such a strong player.

The car is handsome, with styling that seems so much crisper than past E-classes but should be equally timeless. Inside, Mercedes has upped its game, pushing Audi for supremacy when it comes to combining comfort and function. I'd take a normal shift lever, but otherwise, life in here is quite pleasant.

Drive quality also is a strength, with plenty of refined power on tap, while the ride cushions most of the road harshness without taking away from the car's handling prowess. Steering feel has never been a Benz strong point, but this is the company at its best in terms of dialing in some road feel without making the steering overly twitchy.

There's a ton to love in this Mercedes. It gives up little to the big boy S-class while keeping the sticker somewhere south of the stratosphere.

EXECUTIVE EDITOR ROGER HART: Just a night in this car reminds me again why the E-class is among my favorite cars. It's the right size, for one, and it's a car that is just begging for some long stints on the road. It's extremely comfortable, with great seats, a rocking sound system and enough horsepower under the hood to keep you endlessly entertained. The steering is a bit light for my taste, but you do get used to it. Bob is correct; there is some road feel in the wheel, but I'd like it to be just a bit heavier.

Yep, I'd love to have one of these in my garage.

2011 Mercedes-Benz E550

Base Price: $57,975

As-Tested Price: $71,100

Drivetrain: 5.5-liter V8; RWD, seven-speed automatic

Output: 382 hp @ 6,000 rpm, 391 lb-ft @ 2,800-4,800 rpm

Curb Weight: 4,034 lb

Fuel Economy (EPA): 18 mpg

Options: PO2 premium package including COMAND system with 40GB hard drive, GPS navigation, real-time traffic data, voice control, 6GB music register, premium sound with Dolby Digital HD radio, satellite radio, iPod/MP3 media interface with cable, heated and active ventilated front seats, power rear-window sunshade, rearview camera, bixenon headlights with active curve illumination, adaptive highbeam assist, LED daytime running lights, headlight washers, keyless-go, electronic trunk closer ($6,900); driver assistance package including DISTRONIC Plus, active blind-spot assist, active lane-keeping assist ($2,950); night-view assist ($1,780); iridium silver paint ($720); multicontour seats with massage ($660); 115V AC power outlet ($115)

2011 Nissan Quest, an AW Flash Drive:

Posted: 13 Dec 2010 06:40 AM PST

What is it?

Nissan’s latest Quest hopes to take a slice of the still-substantial half-million-unit minivan market by offering better interior space, user-friendly features such as the fold-flat middle- and rear-seat rows that provide a flat cargo floor without the need to remove heavy seats, available one-touch power side doors and a tight turning radius for easy suburban maneuvering.

Powered by the respected 3.5-liter VQ35 V6 capable of 260 hp and 240 lb-ft of torque (hooked to an updated CVT), the Quest is not short on power or interior space. It is replete with the safety features one might expect of a vehicle whose express intent is to ferry one’s family. All-around airbags, ABS, traction control and stability control? It’s all there.

So are all the extra features families have come to expect. All models have Nissan’s intelligent key system with push-button start and no fewer than 16 cupholders and bottle holders. Useful options like a rearview monitor, navigation system, DVD entertainment, Bose premium stereo and climate control with an automatic odor-sensing air purifier all await your approval.

Pricing starts at $28,550 for the Quest S, walking through SV, SL and LE levels to $42,150. Those four trim levels offer pretty much everything a modern parent could want.

How’s it drive?

One wouldn’t expect sporty handling from a seven-passenger van, and the Quest doesn’t have it. But the van rides quietly and comfortably, with reasonably well-controlled ride motions. There’s a little seesawing over speed bumps from the relatively relaxed shock rebound valving, and we noticed an occasional corkscrewing motion over road-camber variations. But overall, it’s pretty good. The CVT really helps put maximum power down when you need it, then backs off nicely at cruising speeds to add a welcome touch of refinement.

The Quest’s steering is by electric-powered hydraulic pump and it feels deliberately weighted on center if a little light in action. Still, the van goes obediently where it’s pointed, and its handling seems perfectly benign. As you’d hope, the brakes are well up to the task of stopping this big van with confidence.

Do I want it?

For someone who’s mature enough not to confuse their vehicle with their own self-worth, the Quest is a carefully rationalized vehicle for a young family. It promises space, convenience, ease of access and comfort in a vehicle that also boasts pleasant interior design and features. The fuel economy isn’t bad (18 mpg city/24 mpg highway), the thing is pleasant to drive, and the performance is entirely respectable. Bottom line; if you have kids, why not get a vehicle designed specifically for you and for them?

2011 Ford Explorer, an AW Flash Drive:

Posted: 13 Dec 2010 01:30 AM PST

What is it?

It's all-new, and this time, they ain't kidding.

While earlier generations of the Explorer were more truck than car, this one shares most of its unibody platform componentry with the Taurus and the Flex, the goal being best-in-class quietness as well as class-leading ride and handling. When it goes on sale next month, there will be only one engine, a 290-hp, 3.5-liter V6. And no, it's not an EcoBoost V6. There are no turbos on this one, but it does have variable timing on all four camshafts, broadening the range of power and torque into which you can dip. At some vague point in 2011, Ford will add a 237-hp 2.0-liter EcoBoost I4. There was no mention of any V8 model in the ute's future.

This version comes in front- or all-wheel-drive, though the coming four-banger will be front-drive only. The first V6 will be mated to a six-speed automatic transmission.

There is room for seven to sit in three rows of seats and the styling is handsome and upscale, with more than a hint of a reminder that Ford and Land Rover were once in partnership.

How's it drive?

We took it on many miles of moderately twisting, semimountainous two-lane roads and were surprised at how well it tracked through turns. Previous Explorers had elicited complaints about excessive body roll, which you won't find in this model. It's no BMW X5 or Porsche Cayenne, but it's not a soft, wallowing floater, either. It carves through corners like a marketing exec avoids questions about when the EcoBoost is coming or what this model's 0-to-60 time is, which is very smoothly.

We took it off-road, too. Ford said only 17 percent of Explorer customers ever go off-road, and of those, none ever go rock crawling. So there is no low-range transfer case. A simple knob allows you to choose four modes of traction control, from normal to mud, to sand, to snow. Sand was fun, especially since we got to flail about in real sand. On a short off-road course we found more than adequate approach, departure and breakover angles. When the going got really steep, the rear axle eventually kicked in and got the Explorer up the hill, though it seemed to take a while to do so. For downhill runs there is a Ford version of Land Rover's push-button Hill Descent Control, which grabs individual disc brakes to ease you down the steepest slopes.

We didn't tow anything but Ford said that the Explorer will haul up to 5,000 pounds, which covers the needs of something like 99-point-something-something percent of Explorer owners' towing needs.

Do I want it?

This new car-based Explorer is far more realistic about what SUV/CUV buyers really want: something roomy inside with excellent on-road manners and very little road noise or wind noise. Ford made lots of claims about best-in-class this and competition-stomping that. We think they may mean it. The 2011 Explorer is large enough for the heftiest suburban housewife (or husband) and all their kids plus Grandma and Grandpa in the third row of seats. Ford also beat us over the head with the Explorer's 25-mpg highway figure (city is 17 mpg).

We have not had tremendous luck operating the Sync system. During our time with the new Explorer we sat through two demos from Nuance and Telenav representatives who could not get Sync to do what they kept telling it to do. Voice recognition still has a long way to go. A Nuance voice recognition rep said that typically the accuracy rates are in the upper 90 percent. So there.

But the rest of the Explorer is in fine shape, at or near the head of its class. Base price is listed at $28,190. We drove two models, a loaded-up XLT 4WD that stickered for $38,355 and a totally loaded Limited 4WD for $45,805. So the Explorer covers a wide swath of crossover utilities with a solid truck in a solid lineup.

2011 Ford Explorer

On Sale: January

Base Price: $28,995

Drivetrain: 290-hp, 255-lb-ft normally aspirated 3.5-liter V6; FWD, six-speed automatic

0-60 MPH: 7.5 sec (AW est)

Curb Weight: 4,695 lb (XLT 4WD)

Fuel Economy: 17 city/25 hwy mpg (mfr est)

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