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Nissan recently showed the first official images of its 2009 370Z sports coupe. Building off the heritage from the original 240Z in 1970, the new Z carries a sleek, sporty design as well as replacing the aged 350Z powerplant with a bigger, more powerful engine. The new look and increased power should help make the 370Z a more refined sports car and help eliminate the stigma of being the “poor man’s Corvette”.

The 2009 Nissan 370Z is the latest addition to the infamous Z car heritage and the new design gives a noticeable nod back to the original. While the 350Z was an eye-catching design when the car launched in 2003, the 370Z actually makes the current design look a bit conservative. The new car’s proportions are more in line with the 240Z with a long hood and swept windshield, while the roofline is almost straight from the A-pillar back to the rear fascia. Short overhangs and prominent wheel arches help increase the 370Z’s sporty stance. The wheel arches are even more prominent compared to its predecessor with headlight and taillight designs in line with the design language of the 2009 Nissan Altima.

Inside, the 370Z continues its improved sporty makeover. The most appreciated change inside the 370Z is the new steering wheel. While the 350Z used a three-spoke steering wheel that was seemingly pulled out of a Pathfinder, the 370Z’s wheel is sportier and more rounded helping to give the new cabin a look deserving of a sports car. Like the previous Z car, three gauges still sit atop the center stack above a supersized navigation screen.

Under the hood, the 370Z will use the same engine Infiniti uses in its G37 coupe. No specific details are available on the new Z car, but the G37 puts out 330 horsepower and 270 lb-ft of torque. Like the current 350Z, expect the new car to offer sporty options for both manual and automatic transmission. Power will continue to lay rubber via the rear wheels.

The 2009 Nissan 370Z will make its official debut at the Los Angeles International Auto Show on Nov. 19, 2008 and will go on sale early in 2009. Stay tuned as we’ll provide more information as it’s released.

Review written by: Jeffrey N. Ross
All photos courtesy of Nissan Motors

As northerners prepare for the wintry weather ahead, those in the south are still recovering from a brutal hurricane and rain season. While all-wheel drive vehicles have a large following in the northern states for navigating snowdrifts and ice-covered roads, their added traction is beneficial in mud, sand and water, too.

For this reason, Volvo introduced the third generation of its off-roading station wagon, the 2008 XC70 crossover. While most crossovers use an SUV-like design on top of a car-based chassis, the XC70 reverses that thinking and uses a body almost identical to the V70 wagon, focusing on suspension and drivetrain enhancements to create a more rugged and versatile vehicle. 

With 8.3 inches of ground clearance, the XC70 sits higher than a Honda Pilot or Toyota Highlander despite giving up at least six inches in overall height to both vehicles. While the Haldex all-wheel drive system lacks a true locking differential and most likely won’t be confused for a full four-wheel drive system, the XC70 is more than capable of getting itself into and out of low-traction situations. The standard hill descent control uses the brakes and engine torque to help keep Volvo’s crossover wagon from getting out of control while descending steep grades. While some crossovers look like they are designed for mall parking lots and school pickup lanes, the XC70 looks every bit the part for an off-road capable vehicle.

The smooth, clean lines of the V70 are interrupted on the XC70 with the extensive use of dark, matte plastic and bright, aluminum-colored trim encompassing the lower portion of the car. In addition to providing an aggressive look, the XC70’s plastic cladding adds increased ruggedness and scratch prevention on trails, as well as providing wider wheel flares to protect the 235/55R17 Continental tires. Unique front and rear fascias help give the XC70 a wider appearance with large, blocky fog light bezels up front and thick, accent reflectors out back. The Oyster Grey Metallic paint job on our test car was actually more of a light brown hue and, combined with the dark plastic cladding, gave the XC70 a very outdoorsy look.

Despite the XC70’s rugged, off-road exterior, the cabin is an untouched carryover from the luxurious S80 that we tested last year. The optional leather seats were soft and provided exceptional support luxury, while all of the gadgetry and controls were within a close reach and easy to use. The center stack uses Volvo’s signature waterfall design that flows down into a gear shifter wrapped in more soft leather and surrounded by real wood inlays that are also found on the door panels and on the instrument panel. The leather seats and wood inlays were part of a $2,995 option package that also included the power moonroof, power passenger seat and a rearview mirror with compass and HomeLink.

In fact, most of the added options on the XC70 we drove were inside the cabin. The $1,650 Dynaudio Package adds the Dynaudio premium sound system with Dolby ProLogic II surround sound, rear seat audio controls and headphone jacks and Sirius-ready stereo, while the $2,995 Climate and Child Booster Seats Package adds heated seats and windshield washer nozzles, rain sensor windshield wipers, headlamp washer nozzles and dual integrated, two-stage booster seats for children in the outboard seating positions of the rear seats.

With the same amount of cargo capacity as the V70 wagon, the XC70 increases its utility by providing 33.3 cubic feet of cargo space while seating five passengers and up to 72.1 cubic feet with the 40/20/40 split rear seat folded down. For bulkier items, the XC70 comes standard with integrated roof racks and with the convenience of a fold flat passenger front seat, the XC70 can swallow items up to nine feet in length. The XC70 also has the ability to tow the dirtbikes or ATVs to the trails with a 3,300-pound maximum towing capacity.

Powering the 2008 XC70 is Volvo’s proven 3.2-liter I-6 mated to a six-speed automatic Geartronic transmission with manual shift mode. Good news for those looking for a little more power, the 2009 XC70 will offer a turbocharged 3.0-liter I-6, which puts out 281 horsepower and 295 lb-ft of torque without sacrificing fuel economy. The XC70 gets an estimated 15 miles per gallon in the city and 22 mpg on the highway, and our test car averaged just over 19 mpg on mixed driving.

Considering the XC70’s purpose, it still maintains a comfortable, smooth ride and is surprisingly agile on twisty roads. For such a tall vehicle, the XC70 exhibited little body roll in tight corners and the steering was very predictable. While this boxy Volvo probably won’t win any drag races, its quick acceleration and smooth shifting make it feel much faster than it probably is. Volvo says the XC70 can run from 0-60 mph in 8.1 seconds – about average for a vehicle in this class.

Volvo’s commitment to safety is apparent on the latest XC70. The XC70’s side-curtain airbag extends lower to protect children in the integrated booster seats, while multiple crumple zones and whiplash protection help keep everyone inside the car safe in the event of an accident. Additional standard safety features include dynamic stability control with traction control, daytime running lights and a total of six airbags.

The hard part to swallow for those cross shopping the XC70 against the Pilot, Highlander or even XC90 may be its price with a base MSRP of $37,775. Tack on the laundry list of optional luxury and premium features our test car had and the prices jumped up to $44,065. That price puts the XC70 about on par with some larger and roomier competition. In the end, though, it comes down to the ability to stand out among a sea of crossovers without giving up any of the rugged off-road capabilities that many buyers are accustomed to, and the 2008 Volvo XC70 delivers.

Review written by: Jeffrey N. Ross
All photos copyright Jeffrey N. Ross/Autotropolis.com © 2008

Designing a compact car these days seems to be getting more challenging for manufacturers with each new generation. Compact cars are renowned for their fuel efficiency, inexpensive sticker price and conservative styling, but a growing number of enthusiasts are beginning to expect more performance.

Chevrolet’s Cobalt manages all of this despite a design that is growing ever closer to the end of its lifecycle. Although the Cobalt is available as a sedan or a coupe, the biggest news for 2009 is limited to the sedan. From best-in-class fuel economy to best bang-for-the-buck performance, the 2009 Chevrolet Cobalt comes in a wide variety of models to satisfy just about anyone’s driving desires. With highway fuel economy of 37 miles per gallon, the Cobalt XFE is the most fuel-efficient car among compact sedans, while the Cobalt SS offers 260 turbocharged horses for pure driving pleasure.

With fuel costs becoming a main buying point, buyers should welcome the all-new Cobalt XFE. Available on the base Cobalt LS only, the XFE (Xtra Fuel Economy) package increases fuel economy through a few engineering upgrades and adjustments. Despite a slight bump in horsepower (from 148 to 155) in the XFE’s 2.2-liter I-4, the Cobalt XFE benefits from taller gear ratios in its five-speed manual transmission as well as recommended shift points lower in the RPM range. low rolling resistance tires and recommended shift points lower in the RPM range. In the end, the 2009 Cobalt XFE’s 37 highway mpg beats out all major competitors including the Toyota Corolla, Honda Civic and Ford Focus, while the 25 city mpg are right about average for the class.

While the Cobalt XFE focuses on improving fuel efficiency, Chevrolet designed the new Cobalt SS sedan to handle just about any racetrack including the famed Nϋrburgring - where the Cobalt circled the 13-mile road course in 8:22.35 minutes. Joining the spunky Cobalt SS coupe, the sedan model provides the practicality of four doors without sacrificing any performance. Under the hood, the 2009 Cobalt SS comes with a turbocharged and intercooled 2.0-liter I-4 rated at 260 horsepower and 260 lb-ft of torque to provide a 0-60 mile per hour time of 5.7 seconds. Like the Cobalt XFE, the SS uses a five-speed manual transmission as its sole gearbox but is engineered to maximize performance by utilizing higher gear ratios than the base Cobalt. With EPA fuel economy estimates of 22 mpg city and 30 mpg highway, the Cobalt SS is more fuel efficient than its main competitors such as Mazda’s MazdaSpeed3 and the Dodge Caliber SRT4.

The Cobalt SS features numerous exterior updates to improve aerodynamics and handling as well as helping to distinguish it from lesser Cobalt models. From aggressive front and rear fascias to unique rocker panels and decklid spoiler, the SS definitely stands out from the rest of the crowd. Up front, the conventional grille is replaced with diamond-mesh inserts, which not only provide a menacing look but also helps feed more air to the intercooler. The 18-inch, split five-spoke aluminum wheels are unique to the SS and come wrapped in low-profile Continental performance tires.

Like most sports cars, the SS doesn’t just look good, but it performs well, too. For optimized handling capabilities, Chevrolet equipped the performance-tuned Cobalt with SS-specific stabilizer bars, spring rates and damper tuning for tight cornering. Despite being front-wheel drive, torque steer was nonexistent even during wide-open acceleration. Other than acceleration, braking is one of the most important aspects of a performance car, and the Cobalt SS delivers. With four-wheel vented disc brakes and Brembo® four-piston, fixed calipers up front, the Cobalt SS helps ease all that power to rest. Helping to further increase safety, GM’s proven StabiliTrak electronic stability control system is standard.

Inside, both cars came equipped in base form. Although the XFE had crank windows and manual door locks, the standard XM satellite radio and OnStar service helped give it a more luxurious feeling. The seats were comfortable and provided adequate support and adjustments, while the split-colored instrument panel helped break up any possible monotony. As expected, the SS had all the possible power features and came filled to the brim with standard conveniences including SS-embroidered seats with added lateral support, a turbo boost gauge mounted on the A-pillar and a reconfigurable performance display. 

With a starting MSRP of $15,010, the 2009 Cobalt XFE not only gets better fuel economy than all of its competition, but it costs less than most of them, too. To help reduce weight, all 2009 Cobalt models come standard with a tire inflator instead of a spare tire. The car we tested came with the optional spare tire ($75), anti-lock brakes ($400) and protection package (floor mats and body side moldings) ($180) for a total MSRP of $16,325. The Cobalt SS sedan we tested had a higher base price ($23,435), but every penny of that premium is instantly worth it the first time a MazdaSpeed3 or Dodge Caliber SRT4 is left looking at the Cobalt’s rear end.

Review written by: Jeffrey N. Ross
All photos copyright Jeffrey N. Ross/Autotropolis.com © 2008

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

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

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

In the automotive industry, midsize sedans are in one of the most hotly contested markets. Having to go up against cars like the Honda Accord, Toyota Camry and Chevrolet Malibu, competing manufacturers are forced to find a way to keep their cars relevant in a lopsided battle for top sales. Mitsubishi apparently decided to focus on more function than form when it came to its midsize entry.

The 2009 Mitsubishi Galant is not going to win any speed awards or be a tech junkie’s dream come true, but Mitsubishi made sure its largest sedan offered top levels of comfort and efficiency wrapped in a simple, yet attractive design. Despite the last major redesign coming over five years ago, the Galant has survived this long thanks to a few minor design updates, and more of the same is in store for the Galant for the 2009 model year.

The most noticeable difference on the 2009 Galant’s exterior is the rear end. New taillight, decklid and fascia treatments transform the posterior of the Galant from ho-hum to quite attractive. While some will point out that the lights mimic the Hyundai Sonata (which in turn mimics the Lexus IS), the look definitely fits the Galant and adds more character than the previous square taillight treatment. Up front, a modestly updated hood and fascia now provide a larger grille opening with thick chrome trim and lower faux air inlets that house the fog lamps. The blacked-out headlamps, optional 17-inch, five-spoke alloy wheels and dark, Maizen Blue monochromatic paint scheme exuded a surprisingly athletic stance for the Galant. 

Inside is where the 2009 Galant truly excels. In addition to the upgraded sport fabric seats (featuring heated front seats), The black, marble-esque dash inserts were prone to smudging but did not detract from the clean interior. From the driver’s seat, three large gauges are easy to read, while the center stack flowed smoothly from the soft, rubbery upper instrument panel covering. The bright silver lower center stack that housed all radio and HVAC controls helped to break up the span of darkness that was the Galant’s interior. On lengthy road trips, the seats and center armrest provided exceptional levels of comfort.

The one major complaint about the interior is the lack of a folding rear seat. The Galant’s trunk offers a relatively small capacity (13.3 cubic feet) in its class and if longer items are required, all that is available is a small pass-through behind the rear bench seat armrest.

On the road, the Galant handles about as well as should be expected from an almost-base model. While more powerful V-6 options exist for the Galant, the Sport Edition model we tested came equipped with Mitsubishi’s 160-horsepower 2.4-liter MIVEC four cylinder. Another major downside of the 2009 Galant is the lack of a manual transmission option. Powering the front wheels on the ES and Sport Edition is a four-speed automatic, while the Sport V6 and Ralliart models get an extra gear – both transmissions feature a manual shift mode.

The redesigned 2009 model has yet to be tested by the National Highway Transportation Safety Administration or the Insurance Institute for Highway Safety, but both gave the 2008 model top marks in both front- and side-impact protection. Standard safety features include advanced dual airbags, seat-mounted front side airbags, roof-mounted side-curtain airbags and daytime running lamps.

For 2009, the Mitsubishi Galant comes with a base MSRP of $21,099. The model we tested came with the optional ($1,400) Sport Value Package and an as-tested price of $23,124. Making the deal even sweeter on the latest Galant are the standard five-year/60,000-mile basic warranty and 10-year/100,000-mile powertrain warranty.

2009 Mitsubishi Galant Pictures and Wallpapers

Review written by: Jeffrey N. Ross
All photos copyright Jeffrey N. Ross/Autotropolis.com © 2008

With all the topless cars we’ve been featuring lately, we could probably rename the column Cars Gone Wild. From the small and sporty Mazda MX-5 to the spacious and luxurious Volkswagen Eos, our recent reviews of drop tops have offered completely varying experiences.

Up next, a convertible bred for the Autobahn offering a luxurious interior and stuffed with a powerful V-8 - the Audi S4 Cabriolet.

The 2007 Audi S4 Cabriolet is a perfect example of what happens when a manufacturer lets its performance technology trickle down to everyday models. Building off Audi’s success in various levels of automotive racing, Audi has created competent rivals to BMW’s M vehicles and Mercedes-Benz’s AMG vehicles with their own performance brand, the S- and RS-line. Upon applying the S-line performance enhancements to the mild-mannered A4, Audi had a car that performs even better than it looks.

From a mere performance standpoint, the S4 feels like a pure sports car. Powering the S4 Cabriolet is a 4.2-liter DOHC V-8 that produces 340 horsepower and 302 lb-ft of torque. Upon acceleration, the S4 roars up to its 7,000-rpm redline where it finds its peak horsepower as the quad chrome-tipped dual exhaust belts out an enjoyable, yet aggressive, note. The S4’s sport-tuned suspension provides stiffer shocks and stronger stabilizers for increased handling and cornering, while Audi’s famed quattro® permanent all-wheel drive system helps to keep all that power under control.

Running from 0-60 mph in the mid five second range, the S4 is a quick and agile vehicle. Although Audi’s six-speed Tiptronic transmission is available for duty, we’re glad the car we tested was equipped with the six-speed manual transmission that provided smooth, effortless and precise shifting. While “cowl shake” and “body roll” are commonly associated with convertibles, the S4 is both solid and steady whether it’s being taken over bumpy roads or driven hard into tight corners.

Visually, the S4 Cabriolet varies little from the basic A4’s already stunning looks. Apart from the athletic stance that is 30 mm lower than a stock A4, Audi limited the S4’s exterior upgrades to keep the car’s clean, stylish look in tact. In addition to the S4-specific front calipers peering out from behind the 18-inch, seven twin-spoke alloy wheels, S4 badges grace the decklid and Audi’s trademark grille, while small “V8” badges under the side marker lights reaffirm what rests under the hood.

While most soft-top convertibles have a less inspiring design than their steel-topped counterparts do, the S4 Cabriolet offers a very attractive profile. The roofline has a slight upward curve that not only improves the S4 visually, but it also adds an increased sense of interior space.

Inside, the bright red leather interior features black stitching and beautifully complements our S4’s Ibis White exterior, while carbon fiber accents adorn the instrument panel, center console and door trim. From the driver’s seat, all of the controls are easy to reach and to operate. A large tachometer and speedometer flank the digital information system, while smaller temperature and fuel level gauges finish off the instrument cluster. The S4-specific tachometer bumps the redline from 6,500, on the regular A4 models, up to 7,000, which the ferocious V-8 isn’t afraid to hit.

Our only complaints about the S4 Cabriolet’s interior are the awkward placement of the parking brake lever and speed control stalk. The armrest itself is quite useful providing a small amount of storage and is height adjustable. Unfortunately, when it comes time to park, the armrest gets in the way of the parking brake lever making the motion of setting the parking brake not as fluid as one would expect. As for the speed control stalk, first timers may find a bit of a challenge in operating the speed control due to the stalk being located directly behind the left spoke of the steering wheel (when the wheel is straight). Once accustomed to the positions of the various buttons, the cruise control is easy to engage with the left hand.

Cruising with the top down is the only reason to buy a convertible in the first place, and the S4 transforms from a quiet coupe to open-air luxury in just 24 seconds. With the top up, the S4 Cabriolet is surprisingly quiet - sounding almost as quiet as its solid-topped brethren. Even dropping the top on a nice sunny day won’t result in the necessity for blaring the optional Bose radio or loss of conversation. At highway speeds, there is no problem holding a conversation without yelling or hearing a moderately tuned radio especially with the windows up and, even better, with the removable wind deflector in place over the rear seats.

Despite the fact that many manufacturers are switching to retractable hardtops, the A4 Cabriolet lineup continues to use a cloth top. Ample headroom is available for both front- and rear-seat passengers, although the long-legged passengers may want to avoid the rear seats. Up front, passengers get up to 37.8 inches of headroom and 41.3 inches of legroom; in back, headroom drops to 36.3 inches, while legroom shrinks to just 32.4 inches.

Being a performance car with a heavy price tag, anyone in the market for an Audi S4 Cabriolet should not be squeamish when it comes time to fill ‘er up. The lovely, rev-happy, powerful aforementioned V-8 gets has an EPA rating of just 14 mpg city and 21 mpg highway. Running on premium unleaded only, it’s not exactly cheap to fill the 16.6-gallon fuel tank.
 
The performance and luxury attributes of the S4 Cabriolet don’t come cheap. The 2007 S4 we tested had a starting MSRP of $55,700 and came with a laundry list of optional features and a $1,700 gas-guzzler tax for an as-tested price of $64,100.

2007 Audi S4 Cabriolet Pictures and Wallpapers

Review written by: Jeffrey N. Ross
All photos copyright Jeffrey N. Ross/Autotropolis.com © 2008