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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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| 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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| The Mitsubishi Galant is a four-door midsize sedan that sports a modestly updated design for 2009. While the Galant’s main draw has been its roomy cabin and efficient powertrain options, critics have lambasted the car for its docile design. With a full redesign still a couple more years away, the 2009 Galant receives a fresh, updated look. Keep reading below for a full review on the 2009 Mitsubishi Galant. |
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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 |
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| It may be hard to pronounce, but Volkswagen’s Touareg 2 is easy on the eyes. Updated for 2008, the Touareg 2 now boasts a stylish exterior and a front-end treatment in line with other Volkswagen vehicles. With its tall ride height, short overhangs and powerful engine choices, VW has created an SUV that looks and performs just as well on road as it does off road. Keep reading below for a full review on the 2008 Volkswagen Touareg 2. |
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Volkswagen took American motorists a bit off guard when it launched the Phaeton in 2003. While the car was stuffed with luxury and power comparable to a BMW 7 Series or Mercedes-Benz S-Class, few were ready to drop $60,000 on a Volkswagen at the time.
The same year the Phaeton was introduced, Volkswagen followed the money trail and introduced its first SUV, the Touareg. Since then, VW has pulled the Phaeton luxury sedan from its North American lineup, making the Touareg the company’s flagship vehicle here in the States. To keep the Touareg fresh, Volkswagen went Hollywood on the Touareg giving it a much-needed facelift for 2008. The updated 2008 Touareg 2 kept the wide, stocky stance and short overhangs of the original, while the passive front-end treatment was abandoned for a more contemporary-Volkswagen design. In all, the Touareg 2 now adds an impressive design to its already beaming repertoire that include a luxurious interior and stellar off-road capabilities. Up front, a pair of Bi-Xenon, scalloped headlights flank VW’s signature oversized chrome grille, while the rear end gets some tinted taillights and dual, quad-tipped exhaust to enhance the sporty looks.
Even at a standstill, the Touareg has always looked like a rugged SUV that would be more comfortable getting down and dirty in a big mud puddle than tooling down the highway. With a ride height of 8.3 inches, the Touareg 2 is able to tackle most off-road scenarios it encounters yet is still low enough that getting in or out should not pose a problem for average adults. One option we have loved to play with is the ($2,750) 4-corner air suspension system that allows the driver to manually adjust the Touareg’s ride height anywhere from a sleek 6.3 inches up to a rock-crawling 11.8 inches. When it came time for the refreshing, Volkswagen left the interior alone – and for good reason. The highly detailed interior of the Touareg 2 features a high-class fit and finish. Everything from the door panels to the seating surfaces to the radio and HVAC controls were stylish, well placed and soft to the touch. The soft leather used on the Touareg’s steering wheel, door trim panels, seats and armrests were only outdone by pleasant metallic control knobs that featured small rubber inlays that not only provided for better grip, but also for a better feeling during use. From the driver’s seat, the instrument cluster provided two large gauges for speedometer and tachometer flanking a small information screen, with four smaller gagues along the bottom edge of the cluster. Keyless start/stop made getting into the Touareg and starting it easy for the driver, while the 4-zone Climatronic system prevented A/C fights by providing all passengers their own individual controls. For rear passengers, the B-pillar mounted A/C vents provide better flow and optimal comfort. With accommodations for five, the Touareg 2 can hold up to 31 cubic feet of cargo or up to 71 cubic with the rear seat folded flat. If more cargo needs to be hauled, the Touareg can carry up to 220 pounds on the roof rack or 7,716 pounds on a trailer (when properly equipped with the trailer package). To be blunt, this is no cute-ute or soft-roader. Aside from the numerous convenient, luxurious touches, our one main gripe about the interior was the lack of a navigation system (included in a $3,350 package). On a vehicle nipping at $50,000, one would think that VW’s useful navigation system could somehow find its way into the center stack. Since this Touareg was not equipped with the navigation system, we weren’t able to test out the rear view back up camera, but fortunately Volkswagen equipped the Touareg 2 with its Park Distance Control system as standard equipment. With four sensors mounted on the front and rear bumpers each, small sets of indicator lights progressively illuminate inside the vehicle and an audible noise alert the driver when an object is detected in front of or behind the vehicle. The Touareg 2, along with its close cousins the Porsche Cayenne and Audi Q7, offer one of the most unique and powerful engine lineups to any other SUVs. The Touareg 2 we tested came with Volkswagen’s modest and mild-mannered 280-horsepower, 3.6-liter VR6, which was more than adequate in any daily driving. Still, after driving two Audi S4 offerings recently, we couldn’t help but wonder how much fun the 350-horsepower V-8 would be or, even better, the diesel torque-monster that is the 5.0-liter V-10 TDI capable 310 horsepower and a whopping 553 lb-ft of torque – maybe some other day! Despite a design and aerodynamic shape that was unmistakably Volkswagen, the new Touareg 2’s un-svelte 5,086-pound curb weight gave it some un-Volkswagen-like low EPA fuel economy estimates of 14 mpg city and 19 mpg highway. Despite such low numbers, the 2008 Touareg 2 saw fuel economy that wasn’t too far off from other crossovers we’ve tested recently - such as the 2008 Suzuki XL7 (16/22) and the 2007 Hyundai Veracruz (17/24). With a starting MSRP of $39,420, the Touareg 2 should please just about anyone looking for a capable, real world SUV with a no-haggle drivetrain and luxurious interior. Handsomely equipped, however, the $46,300 Touareg 2 we tested may chase more than a few VW costumers away. For those people, Volkswagen will be introducing a minivan (2009 Routan), station wagon (2009 Jetta SportWagen) and compact crossover (2009 Tiguan) throughout the year.
2008 Volkswagen Touareg 2 Pictures and Wallpapers
Review written by: Jeffrey N. Ross
All photos copyright Jeffrey N. Ross/Autotropolis.com © 2008 |
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| The Audi S4 Cabriolet is a performance-minded vehicle that also offers the enjoyment of top down driving. With its high-horsepower engine and sport-tuned suspension, the S4 Cabriolet feels like a car meant for race days, but with the look and attitude perfect for a Friday night out on the town. Keep reading below for a full review on the 2007 Audi S4 Cabriolet. |
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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 |
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 By: Jeffrey N. Ross
Autotropolis.com
With the recent introduction of the highly anticipated rear-wheel drive Hyundai Genesis coupe, the company’s other coupe, the Tiburon, is set to quietly exit stage left. After its introduction in 1997, the front-wheel drive Hyundai Tiburon will take a hiatus following the 2008 model year. Hyundai has repeatedly stated that the Genesis coupe is not a replacement for the Tiburon, so the possibility of a future coupe with front-wheel drive is a solid possibility. Although no replacement has been announced for the Tiburon, there will be no lack of excitement from the South Korean automaker. In addition to rear-wheel drive, the Genesis coupe will feature sporty looks and a 310-horsepower V-6. The Tiburon helped Hyundai improve its image by giving the company a sporty, performance-minded coupe to compliment the economic, fuel-efficient sedans that completed the rest of the lineup. Since the Tiburon was introduced, Hyundai’s lineup has swelled from four to nine vehicles, including three SUVs (Tucson, Santa Fe and Veracruz), a minivan (Entourage) and a luxury sedan (Azera).
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| The Mazda Miata has always been a small, fun-to-drive two-seat roadster with adorably cute looks. Its third design change since its roadster-reviving introduction in 1989, the 2008 MX-5 has dropped the Miata name while receiving a stylish, more mature-looking redesign. Keep reading below for a full review on the 2008 Mazda MX-5. |
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When it comes to small, sporty roadsters, the Mazda Miata is usually the first vehicle most people think about. Its iconic, timeless design brought forth a revived passion for roadsters when the car was introduced in 1989. Since then, roadsters in all shapes, forms and price ranges have sprouted up everywhere from Pontiac to Porsche, while the Miata has stayed true to the small size and pure driving enjoyment that made it an instant classic.
To enthusiasts, the Miata ranks among the best when it comes to the level of pure enjoyment behind the wheel. To others, the Miata is a punch line to a joke that tends to insult one’s gender or orientation. To the latter group, I say: Don’t knock it ‘til you try it. For 2006, Mazda completely redesigned the Miata and renamed it the MX-5. Ditching the cute, bubbly face of the first two generations, the 2008 MX-5 uses design cues similar to other popular Mazda cars, while keeping its small proportions and sporty attitude. Starting in 2007, a power retractable hard top option was added giving the Miata a quieter interior and a unique profile.
The overall experience of driving the MX-5 can only be compared that of a go-kart. Not since childhood has the feeling of sitting almost on the ground while zipping around corners and cutting through traffic felt so enjoyable. From the short-throw shifter to the rev-happy, peppy engine, once behind the wheel of the 2008 MX-5 it’s easy to see why these cars are still so popular. With the optional suspension package, the MX-5 we tested took corners like it was on rails. On tight, curvy roads, the MX-5 handled confidently and easily. The brakes performed well going into turns with predictable stopping, while the almost-perfect (51/49) weight balance of the 2,575-pound roadster made the steering feel light – keeping the car perfectly centered in its lane. Exiting the turns, the engine and transmission setup made the next turn appear surprisingly fast. Powering the MX-5 is Mazda’s 2.0-liter DOHC 16-valve four cylinder with variable valve timing and puts out 158 horsepower and 140 lb-ft of torque. An extra eight horses are available with the automatic transmissions (five- or six-speed automatics are available), but in a car this size, nothing beats the feeling of shifting through the six gears yourself. In stop-and-go traffic, however, shifts seemed to be more frequent due to a gear ratio more suited for an Autocross track. Matching the MX-5’s driving characteristics, Mazda equipped its little roadster with a fun and sporty interior. In Grand Touring trim, our MX-5 was equipped with saddle tan colored seats and door inserts that gave an attractive contrast to the brushed aluminum accents on the steering wheel, instrument panel, doors and individual roll bars. With the top down, the bright aluminum from the roll bars and the dark tan interior looked good against the MX-5’s dark Highland Green exterior. The small dimensions that make the MX-5 popular lead to a couple concerns inside. With the top up, the MX-5 offers almost no headroom (37.0 inches) for drivers over six-feet tall, but fortunately, legroom (41.3 inches) was ample. A major design flaw inside the MX-5 is the placement (or even the existence) of the cupholders. The cupholders prove to be pretty useless in the MX-5 when equipped with a manual transmission due to the fact that the drivers arm would have to reach over the cups or bottles being held just to shift the gears. For a car that feels more at home on a racetrack than rush-hour traffic, are cupholders really even necessary? If cupholders are a must, opt for an MX-5 model with an automatic transmission. From the outside, the Miata’s looks have changed little since its inception although now it incorporates design cues from other Mazda vehicles such as the RX-8 and CX-7. Still present are the small, squinty headlights and large, oval lower air intake. The current body doesn’t look that much different from the original, but the 2008 MX-5 has grown in just about every dimension. The optional power retractable hard top accentuates the MX-5’s sporty profile and is easy to operate. After disengaging the center latch, pressing a button above the stereo raises or lowers the top in just 14 seconds. Due to the top’s design, trunk space is not affected during open-air driving. Not saying that the MX-5’s trunk is cavernous, but the 5.3 cubic feet of space available is ample for its size and near the top among its competitors. The 2008 MX-5 we tested had the Grand Touring package and the Power Retractable Hard Top with a base MSRP of $26,760 (just a $1,670 premium over a soft-top MX-5). After including all the options such as Sirius satellite radio ($430), sport-tuned suspension package ($500) and the interior trim package ($515), our MX-5 had a total MSRP of $28,800.
2008 Mazda MX-5 Pictures and Wallpapers
Review written by: Jeffrey N. Ross
All photos copyright Jeffrey N. Ross/Autotropolis.com © 2008 |
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| The XL7 is Suzuki’s seven-passenger flagship crossover featuring unique, stylish looks, a powerful engine and great value for the money. For anyone looking to get behind the wheel of the growing number of crossover SUVs, the 2008 Suzuki XL7 is a must see. Keep reading below for a full review on the 2008 Suzuki XL7. |
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More power, more room, better warranty and less price.
In describing the 2008 Suzuki XL7, all of the above can be used when comparing it against the slew of available midsize crossover SUVs on the market. Since its redesign for 2007, the XL7 not only stands as the flagship vehicle in Suzuki’s lineup, but it’s also one of the safest and least expensive crossovers from which to choose. Built in collaboration with General Motors alongside the Chevrolet Equinox and Pontiac Torrent, the 2008 Suzuki XL7 boasts unique looks, a roomy interior and one of the best warranties in the business.
Besides the Infiniti FX, the XL7 probably has the most unique exterior styling of any other crossover. From the front, the XL7’s large headlights jut deep into the front fascia, while the black insert helps to break up what would be a wide expanse of monochromatic plastic. Out back, the same treatment is used only reversed with a large black bumper and a silver-colored lower scuff plate. In profile, the XL7’s thick roofline and flared wheel opening give it a truck-like appearance, but the long hood and front overhang seem to draw attention away from these in an oddness only rhinoplasty could resolve. Overall, its proportions and design help make the XL7 look and feel bigger than it actually is. Inside, is where the XL7’s size is even more deceiving. Occupants are treated to plush, comfortable seats courtesy of the XL7’s top-of-the-line Limited Package that includes from soft leather seating surfaces, power sunroof and a touch screen navigation system. From the driver’s seat all the controls and buttons are easily reached, although the parking brake lever is awkwardly placed in a deep crevice between the driver’s seat and the center console. The instrument cluster features four chrome-ringed gauges – two large gauges for the speedometer and tachometer and two smaller gauges for engine temperature and fuel level – and a small digital display. The center stack stands out from the rest of the instrument panel on a large swathe of black plastic housing all of the vehicle controls, including power window switches, except for the steering-wheel mounted cruise control and redundant stereo controls. Riding on the same wheelbase as its GM cousins, the XL7 uses an extra nine inches of overall length and a more upright D-pillar to accommodate the third row seats. Front and second-row seats are almost identical to the Equinox and Torrent, but the rear seat is where the extra length is evident. Surprisingly, the XL7 boasts five inches more third-row legroom than the full-size Chevrolet Tahoe, while still packing up to 14 cubic feet of cargo behind the seat. Despite the extra length, the Suzuki XL7 is less than 200 pounds heavier than the Equinox and Torrent. This equates to handling and performance expected out of a compact crossover with interior space closer to a full size. The unibody construction of this second-generation XL7 delivers a smooth and comfortable ride. Under the long hood sits a slightly detuned version of the engine found in the souped-up Equinox Sport and Torrent GXP. The 3.6-liter 24-valve DOHC V-6 with variable valve timing (VVT) is the only engine available in the XL7 and provides 252 horsepower and 243 lb-ft of torque (almost 70 horsepower and 30 lb-ft of torque over the base Equinox or Torrent). With a five-speed automatic transmission powering the front wheels, the XL7 gets an EPA estimated 16 mpg city and 22 mpg highway. The XL7 won’t win any drag races or fuel mileage competitions, but it offers more than enough power to merge into busy traffic or load up and head out of town. When it comes to hauling, the XL7 is up to the task. With the second and third row seats folded flat and out of the way, up to 95.2 cubic feet of cargo space is available. If trailering is required, the XL7 Limited has a 3,500-pound towing capacity and the standard Nivomat® self-leveling rear suspension to help keep everything under control. For added assistance when hooking up to trailers, this XL7 came with the optional Rear Vision Camera. The camera’s display is cleverly integrated into the rearview mirror, but the fish-eyed view is not very helpful when backing the XL7 into a parking space. Instead, the camera acts more to prevent accidentally backing up into something and maybe making towing a bit easier. The XL7 Limited could easily dip into the $30,000 range (especially with all-wheel drive), but our reasonably equipped XL7 Limited FWD left us more impressed than some comparable crossovers costing thousands of dollars more. The base MSRP of our test vehicle was $27,299, and with the optional Rear Vision Camera ($649), the as-tested price increased $27,948. Suzuki’s seven-year/100,000-mile fully transferable, zero-deductible warranty makes this deal even sweeter.
2008 Suzuki XL7 Pictures and Wallpapers
Review written by: Jeffrey N. Ross
All photos copyright Jeffrey N. Ross/Autotropolis.com © 2008 |
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| The Volkswagen Eos is one of the most eye-catching convertibles on the market. With a trick top as its crown jewel, the Eos features a peppy, and fun-to-drive drivetrain with a pricetag low enough to compete with some of the most popular convertibles. Keep reading below for a full review on the 2007 Volkswagen Eos. |
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Ragtop. Drop top. Cabriolet. It doesn’t matter how you put it, convertibles offer one of the most unique driving experiences of any other vehicle - second probably only to a motorcycle. Despite offering the pleasure of top-down driving, though, convertibles are historically known for being clunky, noisy and ill handling.
Volkswagen helped lead the way in the convertible revolution by introducing the Eos in 2007. The Eos, named after the Greek goddess of dawn, comes with a sporty design, luxurious interior and an affordable price in addition to the curve-hugging handling for which VW is known. Once available only on high-end convertibles, the Eos started the trend of utilizing a retractable hardtop system to help make the top disappear. From its large chrome grille to the stylish LED taillights, the 2007 Volkswagen Eos is truly an eye-catching car. With the top up, the Eos’ coupe profile is well proportioned and devoid of the freakishly long, flat decklid that most convertibles are cursed with. The Eos we tested was a 2007 model and came in a bright Paprika Red paint with 10-spoke aluminum wheels. The most notable feature of the Eos is the convertible hard top. Weather permitting, the top disappears in a captivating ballet of glass and steel transforming the Eos from coupe to convertible (and vice versa) in about 25 seconds. In order to prevent damage to the decklid, the convertible top will not activate if the integrated rear bumper sensors for the Park Distance Control system detect inadequate clearance (less than 20 inches) between the rear bumper and an object. For added safety, the convertible top and side windows offer pinch protection to prevent injuries in case a passenger has his or her hands in the wrong place. In keeping with the rest of VW’s lineup, the Eos is a peppy, fun-to-drive car; the fact that it’s a convertible is just icing on the cake. Providing power in the Eos is the same drivetrain found in the Jetta GLI and Rabbit GTI - the 200-horsepower, turbocharged DOHC four cylinder. Feeding power to the front wheels is the smooth and quick-shifting Direct Shift Gearbox (DSG®) six-speed automatic with Tiptronic® manual shift mode. Proving its power and efficiency, this powertrain combination launches the Eos from 0-60 mph in just over seven seconds, while getting an EPA estimated 23 mpg city and 31 mpg highway. Inside, top-up driving provides either a quiet, coupe-like environment with the windows up or an open, airy experience due to the pillar-less side windows and Eos’ unique large sunroof. The interior layout is similar to the R32 we recently tested, but focuses on comfort and top-down enjoyment rather than the performance-oriented interior of the Rabbit-based hot hatch. The optional luxury package augments the comfortable and inviting interior by adding plush Cornsilk Beige leather seats (with 12-way power front seats with power adjustable lumber support), leather-wrapped multifunction steering wheel, rain-sensing windshield wipers and wood trim and brushed aluminum accents throughout the cabin. Other interior enhancements include an easy-to-use DVD navigation system and 10-speaker, 600-watt Dynaudio® premium sound system with satellite radio and a six-disc CD changer mounted under the center console armrest. Sharing the same platform with the VW Rabbit and Audi TT, the Eos has a slight disadvantage in size compared to its main competitors: the Pontiac G6 and Chrysler Sebring convertibles. Despite giving up over 16 inches in overall length to each vehicle, interior space doesn’t suffer as much as would be expected considering its size. With two occupants and the top down, the Eos offers stellar comfort and luxury as well as a surprisingly quiet environment thanks to the standard windscreen in place over the back seats and the ingenious pop-up wind deflector over the windshield. As far as the back seat goes, few convertibles are known for their spacious rear seats, but VW maximized what little space there was to work with offering rear-seat accommodations spacious enough for anyone under six-feet tall.
While fitting four adult passengers in the Eos isn’t a hard task, carrying their luggage for anything more than just a day at the beach could prove to be a little trickier. The unique design and operation of the convertible top severely limits the available trunk space. At 10.5 cubic feet, the Eos has the smallest trunk space with the top up when compared to the G6 (12.6 cu. ft.) and Sebring (13.1 cu. ft.), but once the top is down, the Eos is on a more level playing field with 6.6 cu. ft. (the Sebring and G6 offer 6.6 cu. ft. and 2.2 cu. ft., respectively). Continuing Volkswagen’s focus on safety, the Eos received top scores from the Insurance Institute for Highway Safety (IIHS) in both frontal- and side-impact protection. VW seemed to solve the challenges of providing extensive safety in a roofless vehicle with two key devices. First, providing side-impact head protection in a convertible obviously poses a problem since a roof-mounted side curtain airbag is out of the question, so VW equipped the Eos with seat-mounted side airbags that are tall enough to provide both torso and head protection. Secondly, in rollover collisions rear occupants of convertibles generally have little to no protection from severe injuries, so if a collision or imminent rollover is detected, two roll bars quickly popup from behind the rear headrests to help reduce the chance of serious or fatal injuries in the event that the Eos rolls over. Helping the driver safely maintain vehicle control, the Eos comes with a multitude of standard safety systems, such as Anti-Slip Regulation, Electronic Differential Lock and Electronic Stabilization Program, to maximize traction. Four-wheel vented disc brakes with Anti-Lock Brakes and Electronic Brake-pressure Distribution help halt the 3,569-pound Eos. It seems that the only safety feature that doesn’t come standard on this sub-$30.000 convertible is a tube of sunscreen for its passengers.
The base MSRP for a 2008 model is $28,990 – right about in the middle of the Sebring and G6 convertible models. The 2007 VW Eos 2.0T we tested added the luxury package ($3,490), DVD navigation ($1,800), six-speed automatic DSG® transmission ($1,075), Dynaudio® sound system ($1,000) and park distance control ($350) for an as-tested price of $38,465.
2007 Volkswagen Eos Pictures and Wallpapers
Click to watch a video of the Eos' top in operation - side view (1:01)
Click to watch a video of the Eos' top in operation - rear 3/4 view (0:56)
Review written by: Jeffrey N. Ross
All photos and videos copyright Jeffrey N. Ross/Autotropolis.com © 2008 |
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| The 2008 R32 is a limited-production, high-performance hatchback from Volkswagen. VW reintroduced the R32 for 2008 with stunning looks and all-wheel drive to complement the high-revving, powerful V-6 to go up against the ever-growing number of pocket rockets. Keep reading below for a f |
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