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Front Page News
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| With fuel economy becoming more important in the average consumer's buying process, manufacturers are introducing smaller, more fuel-efficient cars that offer similar cargo capacities as compact crossover SUVs. As far as fuel-efficient hatchbacks go, the Honda Fit is one of the most popular offerings on the market. For Chevrolet, the redesigned 2009 Aveo5 looks to bite into the Fit’s dominance among compact hatchbacks. Keep reading below to see how the 2009 Chevrolet Aveo5 matches up against the 2008 Honda Fit. |
|    | With fuel economy becoming increasingly important to the average consumer, manufactures are scrambling to get smaller, more fuel-efficient vehicles into their fleets without sacrificing the beloved cargo and passenger capacity that made SUVs and crossovers so popular in the first place. The answer? Hatchbacks, of course. The Chevrolet Aveo stands as the sole domestic competitor in the compact hatchback segment, while the Honda Fit is a relative newcomer but has become quite an icon for the segment. Recently, we had the opportunity to put the 2009 Aveo5 and 2008 Fit up against one another in real world driving situations, and the results we came up with may surprise (and even offend) some readers. For 2009, the Aveo5 received a full redesign to better compete with the Fit and other compact hatchbacks such as the Toyota Yaris, Nissan Versa and Scion xD. The result is a car that is a vast improvement over its predecessor and better equipped to take on its Japanese competition. Yes, the Aveo5 itself is a Korean-built car based off the Daewoo Kalos, but with a bowtie in the grille, the Aveo became the sole domestic compact hatchback when it was introduced in 2004. Honda’s Fit, called the Honda Jazz in most markets, has been in existence in its current form since 2001 abroad but had to wait until the 2007 model year to reach our shores. At first glance, both cars use a quirky, wedge-shaped design that is both functional and attractive. The Honda Fit we tested came as a Sport model, so the ground effects, 15-inch alloy wheels and decklid spoiler helped give it slightly better visual appeal. The Milano Red paint scheme didn’t hurt either compared to the Aveo5’s Tidewater Blue Metallic (comparisons to Lavender and Periwinkle weren’t uncommon). Adding to the Fit’s sporty exterior, are the body-colored headlights similar to what’s found on the latest Chevrolet Corvette and Ferrari 355. Chevrolet did manage to make the large grille, inspired by the 2008 Chevrolet Malibu, look good on the small Aveo5, although the chrome fender vents looked like a cheesy, last-minute decision. The whole point of buying a compact hatchback in the first place is to see a return in fuel economy, and both cars deliver. With its 106-horsepower DOHC I-4, the 2009 Chevy Aveo5 gets an estimated 25 miles per gallon city and 34 mpg highway. The 2008 Honda Fit Sport uses a 109-horsepower, 1.5-liter SOHC I-4 with VTEC to get an estimated 27 mpg in the city and 33 mpg on the highway. Not only did both cars hit their marks for fuel economy, but with their petite fuel tanks, fill-ups were relatively cheap, too. On paper, the Fit seemed to have an advantage with its five-speed automatic transmission, but we soon found out that in daily driving, the Aveo5’s four-speed automatic was better behaved. In the city, the Fit never seemed to find the right gear, while highway driving saw many unnecessary downshifts. Our Honda Fit Sport also included steering wheel-mounted shifter paddles, which seemed about as necessary and purposeful as the Chevy’s fender vents. Inside, both cars provide an atmosphere that is inviting and feels much larger than the cars actually are. The Fit may hold a slight advantage when it comes to ergonomics and layout, however, with a smoother, more straightforward design. The instrument panel sits low and allows for small quarter windows at the base of the A-pillars to provide more light and a more spacious feeling. The integrated cupholders and sporty three-spoke steering wheel are easy to overlook, but are very appreciated. The Aveo5’s instrument panel is upright and uses swaths of faux brushed aluminum that help to prevent the dash, steering wheel and shifter and door panels from becoming a wide expanse of hard grey plastic. The digital clock mounted top of the dash was a thoughtful and useful detail. The Aveo5 has a clear advantage over the Fit when it comes to comfort especially on long hauls. After an hour or so, the Fit’s seats start getting a little uncomfortable, and to make matters even worse, there is no center armrest. One unusual design aspect hampered comfort was the placement of the Fit’s fuel tank under the front seats. On highway trips with the cruise engaged, it’s nice to have a place to rest your legs for a moment - the intrusive humps near the transmission tunnel prevent that possibility. Chevrolet’s offering did have some of its own quirks, but, thankfully, it offered an armrest for the driver. Our main gripe about the Chevy’s cabin was the lack of a main door lock switch and/or automatic door locks. Other than the key fob, the only way to lock or unlock all of the doors with power was to pull up or depress the door lock plunger, which proved to be rather aggravating. Also, the pop out cupholders provided little support for larger beverages. One major advantage the Aveo5 has is the luxurious convenience of OnStar, and like all Chevrolet vehicles, the first year of service is on the house. While OnStar may not be a replacement for navigation systems, it is definitely a welcomed device on a sub-$14,000 economy car. Both cars managed to provide surprising amounts of headroom and legroom. With the front seats all the way back, the Fit and Aveo5 provided adequate legroom even for taller passengers. With the seats folded flat, the Fit and Aveo5 hold their fair share of cargo (41.9 and 42.0 cubic feet, respectively). Due to its tall roof and low load floor, the Fit holds a considerable cargo advantage with the rear seat in place (21.3 versus 7.1). The Fit’s rear seats have a unique design that lets them fold completely flat, or fold the seat bottoms up to allow for very tall items to fit in between the front and back seats. When it comes to safety, the National Highway Transportation Safety Administration (NHTSA) scored both cars pretty well. Although both cars come standard with tire pressure monitoring systems (TPMS), they also both experienced the erroneous illumination of the low tire pressure warning light. The only faults we could find about either car’s design when it came to safety, was the Fit’s 3-star side-impact crash score for rear-seat passengers and the Chevrolet’s lack of standard anti-lock brakes (ABS). In base trim, the Honda Fit comes in at just under $14,000 with a $13,950 MSRP, while the Aveo5 stands as one of the most inexpensive new cars on the market with a $11,460 MSRP, but trim levels and accessories bumped our test cars’ prices considerably. The Sport package on the Honda Fit raised the base price to $16,070, but came handsomely equipped with power windows, keyless entry, cruise control, AM/FM/CD stereo with auxiliary jack and automatic transmission for a $16,705 as-tested price. The Chevrolet Aveo5 we tested came in the mid-level 1LT package and added the Power and Convenience Package (power door locks, keyless entry and power windows), automatic transmission, cruise control and anti-lock brakes (ABS) for an as-tested price of $16,295. In our opinion, the 2009 Aveo5 is the better choice between the two cars, which should be expected against a car that is eight years more technologically advanced. The real test for the new Aveo5 will be the all-new 2009 Honda Fit, which hits showrooms later this month.
Review written by: Jeffrey N. Ross
All photos copyright Jeffrey Ross/Autotropolis.com © 2008 |
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 Already on the leading edge of luxury and performance, Mercedes-Benz now looks to become a leader in fuel-efficient and environmentally friendly vehicles.
Starting in 2010, all Mercedes-Benz models will be available with turbocharged engines. With increased emissions standards in the U.S. and Europe, turbocharged engines will allow Mercedes cars to be lighter and more fuel-efficient without losing the horsepower that consumers expect. While it isn’t clear how this announcement will affect the AMG models or the supercar SLR McLaren or whether the turbochargers will be mounted to four-cylinder engines or V-6s, this move will most certainly help the German manufacturer reduce its carbon footprint considerably. In addition to turbocharged engines, Mercedes-Benz vehicles will also start to implement full hybrid systems most likely similar to the system currently used in General Motors' hybrid trucks and SUVs (like the GMC Yukon Two-Mode Hybrid we recently tested), hybrid versions of the the Chrysler Aspen and Dodge Durango and upcoming in the BMW 7-Series. The first Mercedes car to benefit from the hybrid system will be the S Class and should arrive in 2009. More news from Mercedes includes the announcement that sister brand, smart, will begin production of a full-electric version of the popular fortwo model beginning in 2010.
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 With gas prices continuing to rise, alternative propulsion cars can’t hit showrooms fast enough. For those waiting for a mass-produced electric car, one more hurdle has been cleared to get an increased number of oil-independent cars on the road.
Fisker Automotive recently announced that it chose a factory to build its all-electric, luxury plug-in hybrid sedan: the 2010 Fisker Karma. The Karma will be assembled by Valmet Automotive in Finland, which is also responsible for assembly of the Porsche Cayman and Boxster. With fuel economy becoming a major factor in the new car buying cycle, the Fisker Karma is guaranteed to have a demand - and now Fisker has the supply. Introduced at the 2008 North American International Auto Show, the Fisker Karma was an instant hit. Despite pending lawsuits surrounding the company, hype continues to build for the sleek, “green” sedan as a growing number of hybrid, hydrogen fuel cell and diesel-powered vehicles are launched.
Fisker plans to have a dealership network of 40 U.S. dealers to sell the Karma by the time the car launches in the fourth quarter of 2009. Starting price is $80,000.
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Toyota has announced that its iconic hybrid, the Prius, will be assembled at a plant currently under construction in Blue Springs, Mississippi. The announcement follows months of Prius shortages that have kept potential buyers waiting to in line for a new Prius -- and sometimes even paying more than MSRP for the privilege. This lack of production capacity has caused Prius sales to fall during a time when the popular hybrid should be leading the market. The irony of this has not been lost on Toyota, and has resulted in a display of decision making flexibility not often seen amongst major automakers. The Mississippi plant was original slated to produce the Highlander sport utility vehicle, but the recent downturn in demand has forced Toyota to change priorities. Reflecting this shift, production of Toyota's full-size Tundra pickup truck and full-size Sequoia SUV will be shuttered for three months beginning in August. Even though the factory will not roll out any new Prius cars until 2010, Toyota and its dealers are confident that demand for the high-mileage car will remain high and demand for trucks and SUVs may never recover to former levels. 
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With truck sales plummeting and inventories stacking up at dealerships, Ford has announced the redesigned 2009 Ford F-150 will be delayed by two months. This will push back the availability of the truck to the fourth quarter of 2008, and is intended to give dealers more time to sell their existing trucks. To help dealers clean out the 2008 models, Ford has been deeply discounting the F-Series, with cash incentives of up to $3,000, employee pricing offers, and financing incentives that range from 0.0% to 3.9% backed by $1,000 bonus cash. Here is a snippet from the recent 2009 Ford F-150 preview by Jeffrey Ross: Ford gave the F-150 a look that isn’t a huge departure from the previous model, while incorporating many design cues similar to other Ford Trucks. From the Expedition-like headlights and grille to the taillights and brushed metal tailgate appliqué similar to the upcoming Ford Flex, the F-150 is unmistakably Ford. Like its predecessor, the 2009 F-150 features the big-rig styling in the front doors with the stepped down beltline for better visibility through the side mirrors. To further itself from some of the competition, Ford equipped the F-150 with the built-in tailgate step that was an instant success on the 2008 Super Duty. The upscale Platinum model offers automatic folding side steps and retractable cargo box side steps for easier access of items toward the front of the bed. For commercial purposes, the regular cab and SuperCab F-150s will offer side-mounted storage compartments built into the bed that feature lockable, watertight doors an additional 26.3 cubic feet of safe and secure storage. (Read more...)
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| Aside from the R8 supercar, the 2008 S5 is by far the most attractive vehicle in Audi’s remarkable lineup. All new for 2008, the A5/S5 line provides Audi with an attractive coupe to complement the A4/S4 sedans. With its powerful engine and Autobahn-tuned suspension, the S5 is more than just eye candy. Keep reading below for a full review on the 2008 Audi S5. |
|    | When it comes to sedans, Audi has had things covered for quite a while. From the athletic A4 up to the luxurious A8, the four-ringed German manufacturer has made a name for itself creating sedans with the latest technology, luxury and performance components. Just a quick look at Audi’s recent coupe history, though, and it’s easy to see that, except for two well-built niche coupes (the TT and R8), Audi has been content on letting their competitors have all the fun in this segment. Until now. Sporting one of the most attractive designs among modern automobiles, Audi added the A5 and sportier S5 models to its lineup for 2008. Aside from the aforementioned coupes, the cute TT and mid-engine R8 supercar, Audi hasn’t had a practical coupe since the early 1990s. In addition to adding a competent coupe to go up against the like of the BMW 3 Series coupe, Mercedes-Benz CLK-Class or Infiniti G37, the all-new A5 adds another option for performance enthusiasts not in the market for a sedan or wagon. The flawless execution of the 2008 Audi A5 design can be traced back to the 2003 Audi Nuvolari quattro concept car. The A5 kept the concept’s long hood and short decklid to help give the production model classic sports car proportions with a modern flair. Unlike the abundance of fender vents, ground effect kits and decklid spoilers that afflict other factory-tuned performance cars, the S5’s exterior is clean and uncluttered, yet unmistakable. The transformation from A5 to S5 would be about the same as Clark Kent just taking off his glasses to become Superman. The minimal changes on the S5 necessary for the added performance and safety components are a testament to the solid design of the A5. Besides the obvious S5 and V-8 badges, the lower air inlets in the front fascia have been enlarged and slightly reshaped, while the reworked rear fascia reveals quad-tipped dual exhaust - twice as many outlets as the A5. In profile, the S5-specific five-spoke 19-inch wheels expose larger brake calipers emblazoned with the S5 logos, which easily overshadow the reshaped rocker panels and aluminum-clad exterior mirrors. Even though the S5 attracted its fair share of attention while cruising around town, this performance coupe is more than just eye candy. With the same 354-horsepower, direct injected 4.2-liter FSI V-8 as the S4 variants (Cabriolet and Avant) we recently tested, the S5 delivers its maximum power at an amazing 6,800 rpm. Putting all that power to the road is Audi’s quattro® permanent all-wheel drive system, standard on both the A5 and S5, through the six-speed manual gearbox. From a dead stop, the S5 can hit 60 miles per hour in less than five seconds. The harmony between the high-pitch whine of the engine and the low rumble of the exhaust under hard acceleration provides just one more thing to love about this car. The unfortunate part of the S5’s acceleration is the dismal fuel economy. It could be assumed that most S5 drivers won’t be feathering the accelerator or fretting over gas prices, so the 14 miles per gallon city and 21 mpg highway might be a bit conservative. The S5’s fuel economy numbers are low enough to require a gas-guzzler tax of $1,300. The low-slung Audi handles corners with ease; the steering is effortless and precise, while the bigger brakes provide quicker stops than the A5. The almost-prefect 51/49 weight distribution gives the S5 nimble, confident handling and feels at home in twisting S-curves. While brick-paved roads Inside, the four-passenger S5 provides a perfect balance between sport and luxury. As much as we liked the S4’s interior, the S5 is practically flawless. The positioning of buttons and controls was only sligh The front seats were able to match the car’s double duty as luxury sports coupe. Over long trips, the seats were supportive and comfortable, but when testing the cars acceleration and handling, the seats provided sufficient side bolstering as well as adjustable thigh support. On paper, the S5 is listed as a four-passenger vehicle, but after a quick inspection, it becomes obvious the rear two passengers would have to be quite small to fit comfortably. On a short trip, we had an average-sized male passenger ride in the back, and the cramped headroom and legroom forced our backseat passenger to sit diagonally across the seat. One area the S5 had surprising room was in the trunk. Despite the short decklid, the 2008 Audi S5 can store up to 16.1 cubic feet of cargo – more than the BMW 3 Series and Mercedes-Benz CLK-Class. The starting MSRP for the S5 is $50,500, but our well-equipped test model, which included the navigation system ($2,390) with the helpful Multi Media Interface (MMI), technology package ($1,700) featuring adaptive headlights and rear parking system with rearview camera, Bang & Olufsen® premium sound system ($850) and gas-guzzler tax and destination charge, had a $57,515 price tag. Even at this price, the well-equipped S5 seems like quite a bargain when compared against the M3 or CLK550 despite giving up a few horses. After a week in the S5, the only thing that disappointed us about Audi’s all-new S5 is the rumor of a cabriolet version on the horizon. With a profile like this, it would be a shame to see this car go topless.
Review written by: Jeffrey N. Ross
All photos copyright Jeffrey N. Ross/Autotropolis.com © 2008 |
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 With gas prices rising daily and becoming a main factor in the buying cycle, manufacturers are scrambling to make their fleets more fuel efficient and hybrids and diesel systems seem to be the route most are taking.
Chrysler recently announced that its largest SUV twins, the Dodge Durango and Chrysler Aspen, will both come with a starting price just under $46,000. The 2009 Durango Hybrid will start at $45,340, while its Aspen counterpart will start at $45,570. Both go on sale this August. Currently, the base Durango starts at $27,675 with the Aspen coming in a little bit higher with a $33,225 MSRP. This pair’s main competition, the Chevrolet Tahoe and GMC Yukon Two-Mode Hybrids, also carry hefty premiums over the base price starting at $50,490 and $50,945, respectively. The Durango and Aspen will use the same hybrid system the Yukon and Tahoe Two-Mode Hybrids, which get EPA estimated mileage of 21 miles per gallon in the city and 22 mpg on the highway. Being a little smaller and lighter, the Durango and Aspen should be able to manage somewhat better results. While sharing the basic technology behind the two-mode hybrid system, one thing the Chryslers don’t share with the powertrain in GM’s SUVs is the renowned HEMI® engine. The new 5.7-liter HEMI® will deliver 385 horsepower and 380 lb-ft of torque. To help improve efficiency, the new HEMI® uses a Multi-displacement System (MDS), which shuts down four cylinders at cruising speeds to conserve gasoline even further. The goal for Chrysler is to give the Durango and Aspen hybrids an overall fuel economy increase of 25 percent and an increase of city fuel economy around 40 percent. It isn’t clear whether these full-size, hybrid SUVs will help stop the bleeding that all of the Big 3 are currently experiencing, but any increase in fuel economy will help slow it down. With EPA estimates in the 20s, Chrysler’s duo should certainly strike a cord with those who still have a need for a vehicle that seats eight, offers over 100 cubic feet of total cargo capacity and a towing capacity of 6,000 pounds.
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When Chrysler announced its "Let's Refuel America!" gas price guarantee, it was met with a mixture of praise and doubt. Those in favor of the program called it the right incentive at the right time. Detractors called it a game of smoke and mirrors to distract car buyers from Chrysler's lower than average fuel economy ratings. What neither talked about were the actual details of the program. There are some terms as conditions the program sets forth, but overall it is quite simple. To determine the most favorable deal on a new Chrysler, all the car buyer has to do is compare the money saved by the Let's Refuel America program with the money that would be saved by taking the alternative rebates or special financing offers. You can find out what the current rebates and incentives are right here on Autotropolis. Here is how the Let's Refuel America incentive works: - Purchase or lease a qualifying 2008 or 2009 Chrysler, Dodge, or Jeep vehicle through July 7, 2008. To qualify, you must have a valid MasterCard or Visa credit card.
- Select the MasterCard or Visa credit card to use with the program.
- Receive a Let's Refuel America card that you will use to purchase fuel. Each year for the next three years, you will receive an allocation of gallons that qualify for the $2.99 per gallon offer.
- Fill up. In each of the next three years, when buying fuel with the credit card you specified, you will never be charged more than $2.99 per gallon for qualifying purchases -- regardless of the price at the pump.
Sounds simple, but here are some additional details: - The plan is an alternative to traditional incentives offered by Chrysler, and can be taken in lieu of consumer cash, lease cash, or special interest rates. If you chose the gas price guarantee, you give up the rebates or special financing. However, there is a bonus cash incentive attached to some vehicles covered under this incentive. The bonus cash ranges from $0 to $3,000, depending on model. For instance, the Dodge Caliber has $0 bonus cash, whereas the Dodge Ram has $3,000 bonus cash.
- The plan covers only regular 87 octane gasoline, E85, and diesel fuel. If the car you purchase from Chrysler runs on regular 87 octane gas, your discount is not valid toward diesel purchases, and vice versa. Participants can opt to upgrade to a higher grade of gasoline, but will pay an increased per-gallon cost for doing so.
- If you use the Let's Refuel America card to purchase fuel that is priced less than $2.99 per gallon, you will not be charged $2.99, however that purchase will count toward your annual allotment.
- All SRT models, Sprinter, Viper, Crossfire, Wrangler, Wrangler Unlimited, Ram Chassis Cab, and Challenger models are ineligible to participate in this program.
- The total fuel allotment is determined by the model of vehicle purchased. The fuel allotment is calculated by multiplying the average MPG totals by 12,000 miles per year over three years. For instance, a Chrysler Pacifica gets an average of 17 miles per gallon, the total fuel allotment is 36,000 miles divided by 17, which equal 2,118 gallons. The least amount of fuel allotted is 1,500 gallons with the Dodge Caliber and Jeep Compass. The most fuel allotted is 2,400 gallons with the Dodge Ram, Dodge Durango, Jeep Commander, and Chrysler Aspen.
For more information and a complete chart of bonus cash and fuel allotments, visit Chrysler's official Let's Refuel America site.
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| The 2008 Mazda MAZDA3, better known simply as the 3, perfectly blends the combination of a sporty attitude, good looks and a low price. From a company that produces everything from fun-to-drive roadsters and coupes to stylish and sporty crossovers, it is easy to see why the MAZDA3 has quickly become the benchmark of the compact econo-sedan/hatchback segment. Keep reading below for a full review of the 2008 Mazda MAZDA3 5-door. |
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Nobody ever said that the switch from large SUVs to small, fuel-efficient cars was going to be easy. As Americans scramble to get out of vehicles that were probably too big for them in the first place, many still crave the added convenience SUVs provided when it comes to cargo room. One of the largest, and fastest, transitions in the automotive industry may see the loathed station wagon and hatchback become a popular car on American streets.
One of the front-runners in the hatchback race is the 5-door version of Mazda’s popular MAZDA3, more commonly referred to simply as the 3. Building off the already impressive looks of its sedan counterpart, the 2008 Mazda 3 5-door offers comfortable room for five passengers plus their luggage and fuel economy that won’t make a road trip painful. Throw in the fact that the 3 rides on the same platform as the Volvo C30 that we tested not too long ago and it’s easy to see why the 2008 MAZDA3 is one of the most fun-to-drive, fuel-efficient cars on the market. Successor to the Mazda Protégé, the 3 was originally launched as a 2004 model. For most cars, the five-year mark represents the point where the design starts to appear old and worn, but the 2008 MAZDA3 looks as fresh as the first one did in 2003. In both sedan and 5-door guise, the 3 possesses an athletic and sporty look that was introduced on the MAZDA6 and has since been incorporated, in one way or another, into the designs of some of Mazda’s latest iconic vehicles including the CX-9 and MX-5. Although many competitors have sprouted up over the years, few can match the 3’s style and attitude. From its pointy front end to its sculpted rear haunches, the 3 has an athletic look that is instantly recognizable. With its main competition coming from cars such as the Toyota Matrix and Dodge Caliber, the 3 offers a sportier, more attractive design. The “standard” hatchback look is somewhat reduced thanks to the sloped roofline and unique rear quarter windows. From the rear, the clear-lensed taillights and blacked-out rear “diffuser” gave the low-slung 3 an aggressive look. Our test car came in Golden Sand Metallic and topped off with 17-inch, five-spoke bright aluminum alloy wheels wrapped in Goodyear all-season rubber. Inside, Mazda’s entry-level hatchback continued to impress. The Touring package features a leather-wrapped sport steering wheel and piano black inserts that accentuate the three large electroluminescent gauges, while the soft, cloth seats provide extensive comfort and support. For added driver convenience, the MAZDA3 offers tilt and telescoping steering column, steering wheel mounted audio and cruise controls as well as adjustable driver’s seat height and lumbar support. Adding to the fun/quirky operations inside the 3, during station or volume changes a series of LED lights would illuminate in a directional manner that instantly brought back memories of Knight Rider’s K.I.T.T. The only disappointments that stuck out to us in the 3’s cabin are the small, cluttered stereo display and the vast expanse of hard plastic along the top of the instrument panel that lacked the high-quality feel as some of its competition. The main advantage of driving a hatchback over a sedan is the increase in cargo capacity, and the 2008 Mazda 3 does not disappoint. While being slightly outmatched by the Matrix and Caliber in terms of maximum capacity, the 3 still offers a respectable 43.8 cubic feet of cargo room with 17.1 cubic feet of that located behind the 60/40 split folding rear seat. For wet or dirty items, the 3 provides a hidden, plastic-lined storage area under the rear cargo floor with a lid that doubles as a cargo divider. In addition to the Volvo C30, the MAZDA3 also shares its platform with Europe’s spirited version of the Ford Focus giving it surprising handling capabilities over similarly sized cars. Coming in at just under 3,000 pounds, the 3’s suspension is nimble and the steering is precise providing handling that feels confident and capable in abrupt maneuvers, while the powertrain provides enjoyable acceleration out of the gate. Under the hood, the 3 sedan is available with two engine options, a 148-horsepower 2.0-liter four cylinder in “i” trim or a 156-horsepower 2.3-liter four cylinder in “s” trim, while the 5-door only offers the latter. Although a five-speed manual transmission is standard, our test car came equipped with a five-speed automatic transmission, which delivered EPA fuel economy rated at 22 miles per gallon in the city and 29 mpg on the highway. This powertrain combination provides ample acceleration (0-60 mph in the 8-second range) without being too noisy or lethargic. For those looking for a little better performance and handling, the MAZDASPEED3 is a factory-tuned hatch that comes with a turbocharged, 263-horspower version of the 2.3-liter engine and a bargain sticker price of just $23,090.
Entry price for the base 3 sedan is $14,645, while the 5-door starts at $18,675. The car we tested had a base price of $19,375 but added Sirius satellite radio ($430), moonroof/in-dash six-disc CD changer package ($890) and destination charge ($635) for an as-tested price of $21,330. For first time car buyers or those just looking to get into a more fuel-efficient (but still fun to drive) car, the 2008 MAZDA3 is a definite must see.
Review written by: Jeffrey N. Ross
All photos copyright Jeffrey N. Ross/Autotropolis.com © 2008 |
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| When it comes to full-size, truck-based SUVs, the GMC Yukon is one of the few remaining on the market. While hybrids and SUVs seem to be polar opposites in light of ever-rising gasoline prices, the 2008 GMC Yukon Hybrid adds state-of-the-art, fuel-saving technology to an already powerful drivetrain and spacious interior. Keep reading below for a full review on the 2008 GMC Yukon Two-Mode Hybrid. |
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When General Motors first announced its plans to launch hybrid models of its popular pickup truck and SUV lineup, critics clamored that such a big hybrid was a waste of technology. In reality, getting a small car to average 45 miles per gallon shouldn’t be all that hard, but getting a massive SUV weighing in at just under three tons to average over 20 mpg is very impressive.
That is just what GM has accomplished in launching hybrid models of the Chevrolet Tahoe and GMC Yukon (with Cadillac Escalade, Chevrolet Silverado and GMC Sierra models to follow later this year). When it comes to "green cars," GM is the leading manufacturer of hybrid models. GMC added the two-mode hybrid model to a Yukon lineup that now boasts four distinct models – the base Yukon, Yukon XL, Yukon Denali and Yukon Hybrid. The 2008 GMC Yukon Hybrid uses technology shared with BMW and the former DaimlerChrysler along with a more efficient, yet still powerful, engine to improve EPA fuel economy estimates to 21 mpg city and 22 mpg on the highway for two-wheel drive models (20 city/20 highway on four-wheel drive models). The Yukon’s Two-Mode Hybrid system combines a 300-volt nickel-metal hydride battery pack with a unique four-speed automatic transmission that incorporates two electric motors. One impressive aspect of the Yukon Hybrid is its ability to go up to 30 mph on electric power only, although acceleration has to be slow and steady. Still there is something eerie and awe inspiring of a vehicle this big rolling around at neighborhood speeds emitting no pollutants and a quiet, high-pitched whine from the motors. Even the Yukon Hybrid’s tires are specifically designed with quiet-tuned tread and provide low-rolling resistance. When coming to an idle either at a stop light or in a parking lot, the engine shuts off and the Yukon Hybrid goes into Auto Mode. Even with the engine not running, the A/C system, power steering and brakes all work as would be expected. The other impressive aspect of the hybrid system is, of course, the fuel economy gains. After being informed that I would have two weeks behind the wheel of the Yukon Hybrid, I decided to spend the first week dedicated to getting the best possible mileage by altering my driving style to include taking off slowly from lights to keep the electric motors engaged and the engine off for as long as possible. This resulted in an astonishing 23.3 mpg – ALL in the city. The second week, I drove at my normal pace and still managed a respectable 21.4 mpg in mixed driving. Similar to the other Tahoe and Yukon vehicles, large blind spots exist despite the relatively large side mirrors. With all the technology this vehicle has, a simple blind spot detection device would be extremely useful. The advanced technology of the two-mode hybrid system is probably the biggest factor in the 50-percent city mileage improvement, but the slight gain in highway fuel economy (up 15 percent) is due more to the unique aerodynamics and the engine’s Active Fuel Management system. Visually, there is no mistaking the Yukon Hybrid for a base Yukon. Besides the numerous stickers and badges announcing it as a hybrid (which there are eight of), the Yukon Hybrid also gets unique body panels that help reduce drag and weight. Up front, the redesigned fascia features a lower air dam and is devoid of fog lights and tow hooks, which help to make the leading edge smoother. Also, the grille opening is taller to improve air flow to the radiator and engine compartment. Helping to make the already handsome design of the Yukon look and act slicker, the roof racks have been eliminated and the rear end received aerodynamic improvements such as a revised rear fascia, a deeper roof spoiler with built-in LED stop light and aerodynamically shaped D-pillar appliqués and LED taillights. Finally, to help compensate for the additional weight of the hybrid system, the Yukon Hybrid features extensive use of aluminum such as the hood and liftgate. Inside, there is little to differentiate the Yukon Hybrid from the regular Yukon’s already ergonomic and useful interior. The main differences for the Yukon Hybrid are limited to the instrument cluster, front seats and, of course, the 300-volt battery pack unobtrusively perched beneath the second-row seats. The cluster, it allows the driver scroll through various screens to view what mode the engine is in and what type of fuel economy the Yukon Hybrid is getting. Additionally, the driver can easily see what mode the engine and hybrid system are in by either the instant economy screen or the navigation system. The information screen is built into the tachometer and shows instant fuel economy and what mode the engine is in. The standard 6.5-inch touch-screen navigation system doubles as a monitor to show the driver what mode the hybrid system is in as well as whether the vehicle is in Auto Mode. Legroom and headroom for front and second-row passengers is generous. GMC used different front seats that help to reduce mass and decrease overall vehicle weight but has no effect on comfort. Actually, the thinner front seats increases legroom for the second-row seat by 1.5 inches. Due to the solid rear axle and tried-and-true suspension system, the floor pan of the Yukon is not equipped to allow the third-row seats to offer stadium-style seating or to fold flat. While the seats aren’t difficult to remove, they are moderately heavy and are a nuisance when compared to the Ford Expedition’s electric fold-flat seats. With only 25.4 inches of rear legroom, taller passengers may want to avoid the third row. One benefit of sitting in the third row is the proximity to a standard household electrical outlet. As expected from a large SUV, the Yukon Hybrid comes with a powerful 6.0-liter V-8 putting out 322 horsepower and 367 lb-ft of torque. Helping to maximize efficiency, the engine also features GM’s Active Fuel Management system, which operates the engine as a V-4 when the vehicle reaches cruising speeds. The transition between the V-4 and V-8 modes is slightly noticeable feeling similar to a late, harsh shift. When coming to stops, the operation of the electric motors and regenerative braking make the Yukon Hybrid sound something like R2-D2. Cargo capacity for the Yukon Hybrid is identical to the other Yukon models. With the rear seats removed and the second row folded forward, the Yukon can swallow up to 108.9 cubic feet. Towing capacity is affected however dropping from 7,500 pounds (in Yukon 2WD) to 6,200 (in Yukon Hybrid 2WD). Base MSRP for the two-wheel drive 2008 Yukon Hybrid is $50,045 – a $13,800 premium. As expected from a vehicle in this price range, the Yukon Hybrid comes standard with a laundry list of luxury and convenience features. For returning GM customers looking to get into one of the new Tahoe or Yukon hybrid models, now is the time. GM is offering a $4,000 cash rebate until June 30, 2008 to current 1999 and newer GM vehicle owners and lessees.
2008 GMC Yukon Hybrid Pictures and Wallpapers
Review written by: Jeffrey N. Ross
All photos copyright Jeffrey N. Ross/Autotropolis.com © 2008 |
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Audi executives are crediting a fresh product line along with high growth in the Asian, Pacific, and Eastern European markets for boosting Audi's sales thus far in 2008. Through May, Audi sold more than 426,200 vehicles and is expecting similarly strong sales throughout the rest of the year. Selling 1 million vehicles in 2008 would bring Audi its 13th
consecutive record year -- an enviable track record to say the least. Audi secured its 12th consecutive year of record sales in 2007, during which it sold a total of 964,151 vehicles.
The star of Audi's line-up is the A4 sedan (pictured below), which accounts for 60 percent of Audi's sales in the European market. The all-new A4 sedan and A4 Avant wagon have already landed on dealer showrooms in Europe, but Audi's North American customers will have to wait until September to get their hands on the new cars. Other upcoming releases for North America include the Audi TTS coupe and Roadster by the end of 2008, the Audi Q7 3.0 TDI early in 2009, and the Audi Q5 in the first quarter of 2009.
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Ford has announced a special employee pricing incentive for the month of June on all 2008 F-150, F-250, and F-350 pickup trucks (excluding the Harley-Davidson edition and chassis cab models). Employee pricing is being offered as a supplemental incentive to bolster the cash incentives already being offered on the F-Series. Beginning June 3, dealers will begin displaying supplemental window stickers that outline the MSRP, the employee discount, and any qualified cash incentives.
This announcement comes on the heels of dismal sales figures that were reported for the month of May. The Ford F-Series lost its best-seller status to not one, but four Japanese cars. The Toyota Camry, Toyota Corolla, Honda Accord, and Honda Civic all out-sold the F-Series last month. The last time the Ford F-Series lost the #1 spot was October of 1991. Ford is banking on the popularity of employee pricing programs to prop up lagging sales, but we will have to wait until next month to see if $4 per gallon fuel wins out instead.
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For the first time since October 1991, the long-reigning Ford F-150 has surrendered its best-seller crown to the Honda Civic, and was edged out by three other Japanese cars, as well. Ford moved 42,973 F-Seres trucks in May, but was trounced by the Toyota Corolla with 52,826 units sold, the Toyota Camry with 51,291 units sold, and the Honda Civic with 53,299 units sold. The Honda Accord also managed to edge out the F-150 by 755 units. The May sales results certainly do not come unheralded. For some time now the truck and SUV markets have been diminishing while small and economical cars have been gaining ground. Ford's sales news isn't all bad, however. The Ford Focus and Ford Fusion have been enjoying large gains. The Focus is up a massive 53 percent over a year ago and the Fusion is up 27 percent. There is still a lot of 2008 left to see how the market fares for the F-150, but automakers are declaring the shift from pickup trucks and sport utility vehicles to smaller cars as permanent. General Motors announced yesterday that it would shutter four truck plants and perform a strategic review of the Hummer brand. Even Ford executive Jim Farley, VP of Marketing and Communications,
grudgingly accepted the May results, citing rising fuel prices and the
move toward smaller cars as "a sign of the times." 
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Due to the slowing market for trucks and sport utility vehicles, General Motors has announced the shuttering of four assembly plants that build Chevy and GMC trucks. GM's leadership believes the trend toward smaller cars is not temporary, and is planning accordingly -- some would argue this planning is rather belated. Permanently closing these plants would lead to a significant production capacity reduction for GM, but it would also force more than 10,000 employees to find a new way to make a living. Most of those workers would be allowed to fill the gap made at other plants where 19,000 hourly workers took GM up on the recent round of buyouts. Also affected will be suppliers and other companies that support operations at the GM plants, making the actual toll of the cuts much higher. The four GM plants slated for closure are located in Wisconsin, Ohio, Canada, and Mexico.
In addition to reducing manufacturing capacity, GM said it will begin examining the possibility of revamping, killing, or selling the Hummer brand. Not so many years ago, the Hummer was king of the road and riding high on the wave of interest created by Operation: Desert Storm. Unfortunately for GM and Hummer, the crown tarnished quickly. The over-sized Hummer became the "poster truck" for nearly everything that is wrong with the domestic automobile industry and an easy target for environmentalist demanding change from Detroit. It all comes down to sales -- or the lack of them. At the end of May, Hummer sales were down 30 percent in comparison to the same period last year. This is a dramatic decline, but not completely out of line with the lagging sales being experienced across the board in the truck and large-SUV segments.
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| The 2008 Mazda CX-9 is the award-winning, seven-passenger crossover with a sporty, aggressive design for which Mazda is known. Complementing the smaller CX-7 in Mazda’s lineup, the CX-9 offers three rows of seating with space for the whole family and room left over to haul enough gear for a weekend excursion. Keep reading below for a full review of the 2008 Mazda CX-9. |
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A recent problem in the crossover segment seems to be that form and function don’t always go hand in hand. While the edgy, stylish crossovers offer attractive looks they often suffer when it comes to interior space, while the cavernous and roomy selections tend to exhibit uninspiring, sometimes minivan-ish designs. Mazda’s family-sized crossover, the 2008 CX-9, manages a spectacular design with spacious accommodations for seven passengers.
Between the CX-9 and the slightly smaller CX-7, Mazda has itself an incredible 1-2 punch in the crossover market that few, if any, manufacturers can compete with. Based off the same platform as the Ford Edge, the 2008 Mazda CX-9 was a hit right from the start. Not just any vehicle could take home such prestigious awards as Motor Trend’s SUV of the Year and the North American Truck of the Year in the same year, so the fact that the 2008 Mazda CX-9 now boasts both awards in its trophy case should make it an even more enticing buy. For those looking for a crossover that mixes stellar looks with a spacious interior and powerful, decently efficient engine, the CX-9 should be on the short list of what to check out. If CX-9 looks familiar, don’t worry, it’s not déjà vu. The CX-9’s design is essentially a stretched out and more toned-down version of the CX-7, making it more palatable to those turned off by the CX-7’s somewhat ostentatious looks. The distinct profile of the CX-9 is highlighted by the steeply raked windshield, downward-sloping roofline and rising beltline. Active Bi-Xenon headlights, massive 10-spoke, 20-inch alloy wheels and trapezoidal dual exhaust outlets finish off the CX-9’s elegant look. The Liquid Platinum Metallic paint and extensive, yet tasteful, use of chrome trim made the CX-9 look flashy enough for a night out on the town, but not too fancy during the daily commute either. Aside from the Suzuki XL7 and GM’s Lambda quadruplets (Acadia, Enclave, Outlook and Traverse), few crossovers offer this much style, space and efficiency, not to mention a ride height and aggressive looks that wouldn’t look entirely out of place if taken off road.
Despite the tall ground clearance, the CX-9 is surprisingly easy to get into, and once inside, a spacious, luxurious interior awaits. A pleasant mix of soft leather and wood and aluminum trim accents welcomes front passengers, while piano black inserts on the steering wheel, center stack and center console help finish off the classy ambiance. From the driver’s seat, the touch-screen navigation is easy to use and the instrument cluster uses orange electroluminescent lighting with blue backlights to give the gauges a sporty and welcoming look. When compared to the CX-7’s interior, the extra space pays off. The added five inches of wheelbase and 15 inches of overall length not only provided the CX-9 with enough headroom and legroom to seat a basketball team’s starting five comfortably, but it also allowed the sleek crossover to come with a comfortable third-row seat. The second row seats slide forward to increase third-row legroom when needed, while also tilting and sliding forward out of the way making ingress and egress to the back seat an easy task. Even taller third-seat passengers will enjoy the headroom and legroom (35.4 inches and 32.4 inches, respectively) provided by the CX-9. In addition to the ample comfort, Mazda also offers many convenience packages into its CX-9 – albeit at a considerable premium. The CX-9 Grand Touring that we tested came with almost $5,500 worth of optional upgrades to the interior. The GT Assist package ($2,500) added the power liftgate and a touch-screen DVD navigation system with a built-in rear-view camera, while the Rear-seat Entertainment system ($2,560) featured an 11-speaker, 296-watt Bose® 5.1 Surround Sound system and a rear seat DVD player incorporated into the headliner with a nine-inch flip-down monitor. A standard feature on the Grand Touring model was the calculator-sized smart key, which was surprisingly large but the simple operation of Mazda’s advanced keyless entry and start system more than made up for it The sole powertrain for the CX-9 received a modest power boost for 2008 switching to Mazda’s 273-horsepower, 3.7-liter DOHC V-6 with 273 lb-ft of torque mated to a six-speed automatic with a manual sport shift mode. While the model we tested sent power to the front wheels only, all-wheel drive is an option for Mazda’s flagship vehicle. Fortunately, the power increase didn’t have a major affect on fuel economy with EPA estimates of 16 miles per gallon city and 22 on the highway. Smooth shifts and instant power made the CX-9 fun to drive, but the true enjoyment behind the wheel came on roads that would have any Mazda vehicle feeling at home. Despite a 4,312-pound curb weight, the CX-9 felt as nimble and confident as anyone could expect from a seven-passenger vehicle thanks in large part to the four-wheel independent suspension and four-wheel vented disc brakes. Having all that power means nothing if it can’t get the dirty work done, too. With the optional ($535) towing package, the CX-9 is capable of towing up to 3,500 pounds. If towing a trailer is not necessary, the CX-9’s cavernous interior can swallow up to 100.7 cubic feet of cargo with all of the seats folded flat. Thanks to three-row side-curtain airbags and front and rear crumple zones, the CX-9 achieved a five-star safety rating for frontal and side impact protection from the National Highway Transportation Safety Administration. Additional standard safety systems include roll stability control, dynamic stability control with traction control and three-point seat belts for all three rows of passengers. An optional ($200) blind spot monitoring system is available, and although it came in handy in heavy traffic, it occasionally came on erroneously when driving next to cement barriers on the interstate. When an object was detected in the CX-9’s blind spot, a light would illuminate on the corresponding exterior mirror, and if the turn signal was used indicating a lane change in that direction, an audible beep would sound further warning the driver. The starting MSRP for the base CX-9 Sport is $29,400, but without self-restraint from checking the option boxes, the bottom line can climb high and quick. The 2008 CX-9 Grand Touring starts at $33,355, but the model we tested came with enough interior upgrades to make your ordinary family trip turn into an extraordinary adventure and added up to an as-tested price of $40,330.
Review written by: Jeffrey N. Ross
All photos copyright Jeffrey N. Ross/Autotropolis.com © 2008 |
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| The 2009 Volkswagen Jetta SportWagen is the all-new compact station wagon set to go on sale this summer. In addition to using the same attractive design as its sedan counterpart, the 2009 Jetta SportWagen offers enough cargo capacity to rival some of the more popular compact crossovers on the market. Keep reading below for a full review of the 2009 Volkswagen Jetta SportWagen. |
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Since 2003, if prospective car buyers wanted a Volkswagen with sufficient size and space, the choice was limited by default to the rugged Touareg SUV. Those looking for a less expensive, smaller option that offered ample storage but not SUV-like fuel economy were out of luck at VW dealerships.
Three new Volkswagens aim to solve that problem when they debut this year. The Volkswagen Tiguan, Routan and Jetta SportWagen will all be in VW showrooms by this fall and offer completely different approaches to hauling passengers and their gear. Somewhere in between the compact hatchback Rabbit and compact crossover Tiguan sits VDub’s all-new station wagon, the 2009 Volkswagen Jetta SportWagen. Set to go on sale this summer, the SportWagen adds the one key aspect that the already-solid Rabbit/Jetta lineup currently lacks: space. As fuel prices rise and drivers search for a more fuel efficient alternative to large, bulky SUVs and crossovers, Volkswagen is betting that small, spacious station wagons become a wild success. The main draw of the Jetta SportWagen is going to be the improved cargo capacity when compared to other similar Volkswagens like the Rabbit. Surprisingly, the Tiguan and the SportWagen share basic chassis components although the station wagon holds a distinct advantage when it comes to storing gear. With seating for five, the SportWagen can offers up to 32.8 cubic feet of storage space, but opens up to 66.9 cubic feet by easily folding the second row seats flat (for comparison, the Tiguan holds 23.8 cubic feet with the seat up and 56.1 cubic feet with the seat folded down). Upon first glance, the SportWagen is identical to the Jetta sedan from the B-pillar forward, while the cargo area carries a similar design to the Rabbit’s unique hatch and C-pillar. In transforming the Jetta from a sleek sedan into a station wagon, Volkswagen did not compromise the car’s overall look, feel or driving characteristics. Aside from keeping most of the crucial lines and curves that make the Jetta and Rabbit so unique, the extra sheet metal added only 55 pounds to the total weight - keeping the 3,285-pound station wagon nimble. The overall experience of the SportWagen was just as its name suggests – sporty. The four-wheel independent suspension may not have allowed the SportWagen to corner like the S4 Avant (review soon to come), but it handled as one would expect from what is essentially an extended-length Rabbit. The truth is, the SportWagen feels like the small hatchback or sedan from which it is derived rather than a typical station wagon or compact crossover to which it will most likely be compared against. As much as we loved the interior of the R32 and Eos we have recently tested, it was nice to see what the base trim levels offered – and it was surprisingly pleasant. The dash layout, center stack and center console were pretty much the same, but the SportWagen was devoid of sport seats or flashy dash inserts. The cloth seats were comfortable on long trips and the driver’s seat allowed for precise adjustment with the manually adjustable fore and aft position and seat bottom height and the power-adjustable seat back angle. The tilting and telescoping steering column not only ensured that the driver had optimal comfort to prevent fatigue, but also gave an unobstructed view of the instrument gauges and driver controls. Unfortunately, the SportWagen we tested wasn’t equipped with VW’s optional 2.0-liter TDI four-cylinder diesel, but the standard 2.5-liter inline five cylinder performed surprisingly well. At times, the 170 horsepower felt a little underpowered, but the six-speed automatic Tiptronic transmission took up most of the noticeable slack. Even with the standard Electronic Stability Program engaged, the front wheels still managed to break loose at times under hard acceleration. Unlike the rest of VW’s lineup, the SportWagen is designed to run on regular 87-octane saving a little bit of savings at the pump when filling the 14.5-gallon fuel tank. With estimated EPA fuel economy of 21 mpg city and 29 mpg highway, the Jetta SportWagen is slightly more fuel efficient than the popular compact crossovers such as the Honda CR-V and Toyota RAV4. Prices have yet to be announced for the 2009 Jetta SportWagen, but with the sedan starting at $16,990, a base price in the low-$20,000 range isn’t unreasonable with the TDI model probably coming with a mid to upper $20,000 price tag.
Review written by: Jeffrey N. Ross
All photos copyright Jeffrey N. Ross/Autotropolis.com © 2008 |
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| The 2008 Audi S4 Avant is a performance-minded station wagon that is ready and eager for track duty with enough cargo room available to make a run to the nearest home improvement store afterward. With its high-horsepower V-8 engine and sport-tuned suspension, the S4 Avant is for anyone who has ever wished that sports cars could hold more than a small set of golf clubs. Keep reading below for a full review on the 2008 Audi S4 Avant. |
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Few words in the automotive world come with such a pariah as “station wagon.” Yes, “gas guzzler” and “minivan” both carry negative connotations to some, but then again big trucks and SUVs are stilling selling (albeit slower each day) and minivans are continue to be the vehicle of choice in school drop-off lanes.
In Europe, however, station wagons are generally referred to as estate cars and, ironically, are pretty popular. Semantics or not, station wagons are about as popular in Europe as crossover SUVs are here in the States. Audi took things a step further by creating its own name for the station wagon – Avant – and applied it to its top-selling A4/S4 line, which also includes cabriolet and sedan models. Intent on avoiding any terms associating the S4 with a run of the mill grocery getter, Audi gave the S4 Avant a powerful engine, sport-tuned suspension and a stylish, yet restrained designed. With the market shifting away from large, bulky SUVs and a growing number of manufacturers introducing station wagon variants of popular sedan models, Audi may have a unique hit on its hands with the high-performance 2008 S4 Avant. Station wagons may have had their peak during the pre-minivan era here in the States, but the look and feel of the S4 Avant is reminiscent of classic American muscle cars. Similar to the S4 sedan, the Avant has a design that design that is simple and proportionate and uses minor cues to add to its performance stance. Visually, the S4 Avant uses a crisp crease just below the beltline to avoid a slab-sided body, while the blacked-out B- and C-pillars further add to the clean, unsuspecting look. In fact, the 2008 S4 Avant could have easily been the poster child for a classic sleeper if not for the attention-grabbing Imola Yellow paint scheme (a $750 option) – good news for drivers looking to get noticed, but bad news for drivers looking to anonymously explore all of the throaty V-8’s 340 horses. Only minor differences distinguish the S4 Avant from its A4 counterpart avoiding the unnecessary, gaudy clutter that curse most factory-tuned cars. Aside from the lower ride height, the only main visual cues to the upgraded status of Audi’s performance wagon are the quad-tipped dual exhaust outlets, lower door-mounted rocker panel enhancements, aluminum exterior mirrors and roof rails and, finally, the S4-specific brake calipers that proudly display the S4 logo. Audi’s Convenience Package finishes off the look of the S4 Avant by adding Adaptive Front Lighting to the Bi-Xenon headlights and 18-inch, seven-double spoke wheels wrapped in Continental high-performance rubber. On a clear, sunny Florida afternoon, Clearwater’s Sunshine Dragstrip opened up its lanes to us. While the sport-tuned suspension is probably more at home on a road course, the S4 Avant did not disappoint in straight acceleration - going from 0-60 mph in just 5.3 seconds. Compared to the Cabriolet, the Avant benefited from a solid roof and was 200 pounds lighter making it feel even faster off the line and more nimble when taking corners. The S4-emblazoned calipers not only looked good, but also helped bring the Avant to a stop with no noticeable fade. After testing the S4 Cabriolet a few weeks ago, we couldn’t help but appreciate how effortless power was sent from the pedal to the pavement. The Avant’s drivetrain was the same as the Cabriolet and left us with the same level of satisfaction. The 4.2-liter V-8 still put out a high-revving 340 horsepower (peaking at 7,000 rpm), the six-speed manual provided smooth, effortless shifts sending power to all four wheels via Audi’s famed quattro® permanent all-wheel drive system. With all its raw power and handling capabilities, something had to give with the S4 Avant. Driving full throttle into turns and quick zero to 60 mph jaunts might be fun, but the resulting fuel mileage can cause a slight pain at the pump. With EPA estimates of 13 mpg city and 20 mpg highway, the only thing more agonizing than watching the gas gauge drop is filling the 16.6–gallon gas tank with premium unleaded only. But then again, this is no economy car and it almost begs to be driven hard as often as possible. The required gas-guzzler tax adds $1,700 to the 2008 S4 Avant’s final price. Inside, the offers Recaro® seats with Alcantara inserts and optional ($400) carbon fiber trim surrounding the shifter and cutting through the middle of the instrument panel and door trim panels to continue the car’s sporty theme. For the front passengers, sport bucket seats provided racecar-like bolstering without creating an overly harsh or uncomfortable ride, while all seats benefit from the luxurious look and feel of the suede-like Alcantara seat inserts. Offering up to 59 cubic feet of cargo space (27.8 cubic feet with the rear seat up), the S4 Avant is not only fun to run errands in, but it’s also useful. Convenience and enjoyment are recurring themes inside the Avant with our test model being equipped with the optional ($1,950) navigation system and a Bose premium sound system with Sirius satellite radio. Changing and/or viewing stereo settings, navigation route guidance and system options are easy for the driver thanks to the dials mounted on the steering wheel and viewable in the instrument cluster digital display. Besides the seats and a slightly different instrument panel, the S4 Avant had an interior that was almost identical to the 2007 S4 Cabriolet we previously tested. Unfortunately, our main complaint about the Cabriolet’s interior was also present in the Avant. The placement of the parking brake lever under the height-adjustable center console made setting and releasing the parking brake feel awkward and unnatural. In a car with such a refined interior, it’s rather disappointing that such an obvious conflict of space is present. One glaring weak point in the otherwise flawless design of the A4/S4 line is its crash-test rating. Although receiving a good rating from the Insurance Institute for Highway Safety (IIHS), the National Highway Transportation Safety Administration (NHTSA) gave the Avant and Sedan models a four-star rating for frontal-impact and rollover protection (side-impact crash tests resulted in a five-star rating for front passenger protection and four stars for rear passenger protection). As was the case with the S4 Cabriolet, drivers looking for the high-performance version of the A4 Avant need to come up with a considerable premium over the standard four-cylinder variant’s asking price. The base A4 Avant model starts at $32,000, while the S4 Avant and all its performance glory have a starting MSRP of $49,610. Toss in the all the option upgrades and the 2008 Audi S4 Avant we drove had an as-tested price of $57,310.
Premises courtesy of Sunshine Dragstrip of Clearwater, Fla.
Review written by: Jeffrey N. Ross
All photos copyright Jeffrey N. Ross/Autotropolis.com © 2008 |
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