2008 MINI Cooper S Hardtop

Bytes & Bullets

Summary
• Works as a retro—nifty styling, great packaging and it’s only 12-feet long
• A premium small car; gets pricey when you add options; this car makes it possible for BMW to introduce a BMW 1 Series premium small car
• 1.6-liter direct injection turbo 4-cylinder with 172 bhp

Engine/Transmission
• Responsive and fast; turbo and DGI make a world of difference; really exhilarating performance
• Extremely flexible engine; can lug it down to 1000 rpm, but it kicks butt above 3500
• Smooth and quiet revving; minimal NVH
• Has Sport program for throttle and steering; in Sport you get noticeably quicker throttle response and faster revving
• The gearbox feels a little rubbery but I never missed an up or downshift
• Good location of pedals for heel/toe

Steering/Suspension/Brakes
• The MINI is a 4-letter word spelled FUNN
• It could only come from a company like BMW
• It’s a sports car with a roof and space for four
• Handles like a go-kart—short wheelbase, quick steering, flat cornering
• Font wheel drive but you’ve got to drive really hard before it start to understeer
• The Dynamic Stability Control (DSC) and traction control prevent wheelspin, but without intruding into the driving fun
• Under hard throttle and turning, you do notice some torque steer and understeer, but you can minimize these effects if you modulate the throttle until enough steering lock is removed to allow you to apply WOT and scoot away
• The steering is heavy but direct and responsive
• The brakes are firm and positive; excellent stopping power and easy to modulate
• The steering quickens in the Sport setting
• The ride is flat but firm; very firm, especially at the rear over rough or broken pavement
• If you disable DSC you can generate enough torque in 1st and 2nd to chirp the tires when accelerating and to spin the front tires in 1st gear when turning a corner from a stop
• In quick lane change maneuvers at around 40 mph you can’t generate enough Gs to cause the wheels to lose grip with DSC off

Accommodations
• Amazing amount of interior space considering the footprint on the ground
• Comfy, supportive, multi-adjustable manual seats
• Lever on seatback allows the front seats to slide and flip forward to assist rear ingress/egress
• Huge central speedo; tach is on the steering wheel
• Retro toggle switches surrounded by safety cages used for many controls
• Audio controls with three levels of knobs and switches take time to learn
• Steering wheel has rake and reach adjustment; cruise control and audio controls on wheel
• Separate flip-down side visor for driver
• Windows drop down/raise up slightly when doors are opened/closed to reduce wind noise
• Sunroofs are noisy, especially the front one
• Split, folding rear seats aid cargo flexibility
• Climate controlled glovebox but no lock, so make sure any ice you store isn’t diamonds
• Excellent fit and finish and use of high-grade materials
• This car has SOLID body structure

2008 MINI Cooper S Hardtop
Base Price, MSRP: $21,200
Exterior Dimensions & Weight
Wheelbase: 97.1 in.
Length: 146.2 in.
Width: 66.3 in.
Height: 55.4 in.
Curb Weight, MT/AT: 2668/2723 lb
Engine & Transmission
Engine: 4-cylinder, inline, turbo
Displacement: 1598 cc
Bhp@rpm: 172@5500
Torque (lb-ft)@rpm: 177@1600
Transmission, manual/automatic: 6M/CVT
EPA MPG, City/Hwy, man (auto): 26/34 (23/32)

Active & Passive Safety Features
Braking & Traction
4-Wheel Anti-Lock Disc Brakes
Corner Brake Control
Electronic Brake Force Distribution
All-Season Traction Control
Brake Assistance
Vehicle Stability Control System
Hill Start Control
Safety
Advanced Head Protection System (AHPS II) Side Head Curtain Airbags
Crash Sensor Unlocks Doors, Turns On Interior Lights and Flashers
Driver & Passenger Airbags With Dual Stage Deployment
Passenger Airbag Cutoff Sensor
Seat Mounted Front Side Airbags
Front Pretensioners With Force Limiters
Emergency Fuel Shut-Off Device
Wheels & Tires
Alloy Wheels, 16-In. X 6.5-In.
P195/55R16 Run Flat Tires

2008 Ford Fusion SE

Nobody asked me but . . .

I’m sure you’ve seen the commercials. A bunch of average Jacks and Jills are zooming around a handling course laid out with pylons. In the background are either Road & Track or Car and Driver banners to add an air of legitimacy to the proceedings. The drivers are all effusive about the Ford Fusion versus its Toyota Camry and Honda Accord competition. It’s all been done before. And I formerly had a long association with one of those publications so I know that side of the equation. So is the Fusion real or Memorex?

Let’s start at the beginning. All three—Fusion, Camry, Accord—are midsize family sedans. The two Japanese models are typically the annual volume and quality leaders in this segment. The Fusion is the new Ford upstart, one of the two new Fords designed to replace the Taurus. The larger Five Hundred, recently renamed the Taurus, is the other. And don’t get me started on the renaming.

We all know Ford’s in trouble. And the Fusion is a critically important model to Ford’s Way Forward.

Lay the outline and interior dimensions of all three cars on a wall and there’s nary an inch of separation in any important area. Mechanically they are all front wheel drive with standard 4-cylinders engines of similar size, horsepower and torque. All have independent suspension front and rear, power assisted rack and pinion steering and front disc brakes. One has standard rear drums, and, no, it’s not the domestic Ford, but rather the Japanese Accord.

The Fusion’s 2.3-liter provides surprisingly brisk acceleration, to the point that it fooled some knowledgeable passengers into thinking it was a V6. It revs freely and eagerly to 6500 rpm and it’s smooth and relatively vibration free. Ditto for lack of noise and vibration. I’d rate it as good or better than the Camry 2.4-liter for NVH. The Ford 2.3-liter also has very good low- and mid-range torque—pulling power—and it doesn’t mind being revved to provide top-end passing power. And as a PZEV (Partial Zero Emission Vehicle) it’s clean and it gets good mileage, an estimated 23 mpg city/31 mpg highway according to EPA measurements.

The optional 5-speed automatic in the 4-cylinder models is seamless; just put the lever in Drive and go. In fact, Ford doesn’t offer an automatic with manual shifting and I didn’t miss it. And if you like manual gearboxes, go for it. I drove another 2.3-liter Fusion with manual and I found it a pleasant surprise: It shifts smoothly, gates are well delineated and clutch action is smooth and progressive.

V6 models come standard with a smooth shifting 6-speed automatic and this combo provides some of the sportiest performance in the mid-size sedan segment.

Both Fusions I drove were mid-grade 4-cylinder SEs, which start at $18,695 (plus $725 destination) for the 4-cylinder manual and $21,445 for the V6 and 6-speed automatic model. The base S model lists for $17,700.

Overall the Fusion interior gets high marks for fit, finish and materials. Controls and switches are logically and conveniently positioned. The steering wheel has adjustments for both reach and rake and the supportive driver’s seat has power for fore/aft adjustments. Rake adjustment is manual and the spacing between detents was too wide for my liking. I’ll also grouse about the small door map pockets and the rearward vision, which is chipped off by the high rear deck.

Okay, I’ve held you in suspense long enough. Actually suspension is a more appropriate word. Let’s face it. Most drivers don’t typically mention family sedan and fun-to-drive in the same sentence. I say why not. Should family equate to sedate or boring? Not in my book.

The basic structure of the Fusion started life as a Madza6. And the Fusion is infused with a large dose of the same zoom-zoom behind-the-wheel feel that makes Mazdas fun to drive. Direct steering, precise handling, limited body roll, a firm responsive ride. Braking is linear and progressive and not prone to early ABS intrusion. These are not terms found in the typical family sedan lexicon, including the Camry’s and the Accord’s. So I vote with the R&T and C and D readers: The Fusion is more fun than the competition. It’s also affordably priced and well screwed together.

It’s great to see Ford back and on a forward roll.

Ford's Better Idea

Nobody asked me but . . .

If I were starting a car company today, I could do far worse than to start off with Eric Kuehn and Don Ufford. These are not two names that instantly pop to mind or roll off the tongue unless your roots run deep into the bowels of one of the Detroit car companies –formerly known as the Big Three, not Prince. And if you twist my arm tightly enough you might get me to utter one of the seven deadly media sins. Okay, okay, it’s the F-word: Ford!

Having spent the previous several days working into the wee hours of the morning on a project with a yesterday deadline (aren’t they all?) the last thing I was looking forward to was rising first thing in the morning for an early morning press conference.

But Ford’s PAG headquarters is literally right around the corner from me and a promise is a promise, even if it was made weeks before I was being totally consumed by all nighters. By skipping the Ford breakfast spread—at this point I needed sleep more than food—I rolled in just as Ufford was putting a new twist on a demo of F-150 frame torsional stiffness via a digital readout and 200 pounds of dead weight supported by a ubiquitous floor jack. Ford had arranged for examples of Brand C and Brand T full-size truck frames to undergo the same test, and, no surprise, Ford won. Stiffer is better.

By this time my eyes were open far enough for me to appreciate what was going on. We moved to a demo of spring shackle bolt strength where audience participation via a 4-foot long torque wrench was not only expected but also demanded. Ford must figure media torque is cheap. In some cases it is . . . but let’s not go there.

Next up was Kuehn beating the drum for the differences in the noise characteristics of various steels. He made his point emphatically—with a hammer. Pounding on a competitor’s conventional body panel sent sound waves reverberating off the ceiling. But you could have heard a pin drop in the room when he thumped on the Ford steel. This demo had all the impact of a lead balloon—which was just the point.

Hey, these guys were having fun and most of us in the media audience were too. Their enthusiasm was infectious and I realized that I was among kindred spirits of the kind that I find all too infrequently at car companies these days: people with a genuine passion for what they do. These guys ate, drank and slept trucks. You could tell they had gasoline –or diesel—running through their veins. You could damp their steel but not their enthusiasm. These guys knew their stuff and I discovered that these techie road shows had started a few years ago when the latest F-150s were introduced. While explaining the in and outs of Ford’s newest full-size pickup to dealer personnel, Ford’s tech team found itself with an audience of customers who were equally as interested in learning more. This has led to an expanded consumer learning program, and in the past year alone Ford has handed out more than a million DVDs to Ford shoppers who wanted to become educated on Ford trucks. That’s got to be some of the cheapest and most focused advertising Ford has ever created. And notice, the idea didn’t come from an ad agency but from a bunch of engineers!

I moved from observing to driving . . . behind the wheel of a 2008 F-150 Lariat Limited. Nice truck. Actually, a damn nice truck. Ford gets it. You gotta treat your truck customer with the same respect as your car customer. No more shoddy build quality. No more cheap shiny plastic interiors. And, hey, Don ain’t BS-ing when he throws around words such as steering response, shock absorber ratios, roll stiffness and transient response. These latest F-150s really handle!

I told Kuehn that I hoped some of the truck group’s passion rubbed off on the car side of Ford’s business. Lord knows it needs it. I’d humbly suggest that the Fusion is a good start in the right direction.

And let’s also hope that Ford’s higher-ups understand what they’ve got here: Employees who love what they are doing. Truck guys with genuine passion. Alan Mulally should give these guys a raise, get out of their way and let them keep on truckin’. They are—in no uncertain terms—Ford’s future.

Disclaimer:
I do not work for Ford; Ford does not work for me. Ford did not pay me to write this article. I did not pay Ford for the privilege of sharing these words with you. I do not own a Ford truck; unless, you consider a 1996 Windstar van a truck (which, ironically, Ford did, when the Windstar was first introduced). I do, however, occasionally test drive and evaluate Ford trucks . . . and cars. I am not related to either of the engineers listed in this article. Kuehn is not related to the famous Detroit Tigers baseball player with the same last name: Harvey Kuehn. Kuehn, the baseball player, actually spelled his name Kuenn although it is often misspelled as Kuehn. However, the much alive Kuehn, the engineer, and Kuenn, the baseball player, who passed away in 1988, do pronounce their names the same: keen. Ford is a four-letter F word. However, Ford is not the four-letter F word, which was one of the seven words memorialized in a terrifically funny monologue by comedian George Carlin.

Words in this article are not closer than they appear. But they mirror reality more than you could ever imagine.

Captions
F-150 with versatile, factory-installed Cargo Management System. The basic system includes two side rails, a pair of bins, a pair of crossbars and a header bar. Optional Rearview Camera System enhances visibility at the rear of the box.

Luxurious F-150 Lariat Limited interior. Ford did not steer clear of the leather appointments.

Fleet owners can choose an innovative mid-box mounted behind the cab that provides lockable storage for tools and other items. The rugged, steel construction features double-paneled doors that are accessible from both side of the truck and lock/unlock with the same key that operates the driver’s door.

F-150 XL. When properly equipped, the F-150 has a maximum tow rating of 11,000 lb and maximum payload capacity of 3,050 lb.

Upgraded F-150 STX includes body-color front and rear step bumpers, air conditioning (Regular Cab), AM/FM audio system with single CD player and cloth 40/20/40 split-front seat.

2007 Volvo S80--A Problem and a Dilemma

Nobody asked me, but . . .

Volvo has a problem . . . and a dilemma. The Swedish car company, now owned by Ford, recently introduced a new S80 model. The previous S80 was a nice car. But this new one is very good, even special in some ways. So what’s the problem? The Swedes can’t get the public to think “Un-German.”

Okay, lets start at the beginning. If you built a box and named it European mid-size, luxury sedan, you could place inside that box the S80 or a BMW 5 Series sedan or a Mercedes-Benz E-Class sedan with nary an inch of difference in any exterior dimension. Fact is, you could measure the interior of all three and come up with the same conclusion: no more than about an inch difference in any direction.

All three are offered with either six or eight cylinder engines. Mercedes leads here with larger-displacement adding up to higher output. But even in this category the Volvo is more than competitive, topping the BMW’s standard inline 3.0-liter inline six and nearly matching the optional 3.0-liter’s power output and falling only a little short of the larger six in the E-Class. It’s no contest in the V8 arena: The E-Class 5.5-liter cranks out almost 400 bhp and a similar amount of torque. But both the Volvo and BMW V8’s, at 4.4- and 4.8-liters, respectively, are no slouches in this performance game: They are both over the 300 figure for horsepower and torque. It really comes down to how much excess power you demand under your right foot.

Both Volvo engines are mounted transversely and are designed to meet the stringent ULEV II emissions standards. Volvo data lists 0-60 mph performance at 7.4 sec for the front-wheel-drive six and a rush-inducing 6 sec flat for the all-wheel-drive V8, which, incidentally, emits some of the sweestest sounding notes this side of a racing V8.

Mercedes wins the “mine is bigger than yours” transmission bragging rights with seven-speed gearboxes versus six speeds for the Volvo and BMW models. But, candidly, once past six speeds, you are slicing any performance and fuel economy gains very thinly.

Since I just opened Pandora’s fuel economy box, here are the figures. BMW’s “small” six beats the S80 by one mpg in EPA estimated city and highway mpg with 20 and 29 mpg respectively. Mercedes is at 19 and 26 mpg. Comparing V8s, Volvo bests both BMW and Mercedes by 2 mpg in city and highway driving with 17 and 25 mpg versus 15 and 23 mpg for its German rivals.

I’m sure you wouldn’t be surprised if I told you that the S80, model for model, is less expensive than its BMW and M-B counterparts. The usual rationalization would go something like this: The German cars are better built, have better performance and handling and higher levels of fit and finish and comfort and convenience features than the Volvo. And in this case you’d be wrong. Through the magic of a program that allows me to compare models side-by-side and to add options to create models that are as equal as possible in content, I can present you with not just base prices but with prices for equivalently equipped models.

Comparing equivalently equipped six cylinder models—S80 3.2, BMW 525i and M-B E350—the S80 undercuts the Bimmer by $8 grand and the Mercedes by a whopping $18,000. Those figures jump to a $10,000 and $19,000 advantage for the Volvo, respectively, when you compare similarly equipped S80 AWD, BMW 550i and M-B $550 V8 models. Are these differences large enough for the S80 to make it onto your radar screen? I would hope so. And note that the S80 V8 comes standard with all-wheel drive, a feature that is not available on either of the two German V8s but is offered on certain of their six cylinder models and not on the six cylinder S80.

The S80 is one solid Swede, with a reinforced structure that really adds meaning to the term passenger cage. On the road this translates to entertaining handling, precise steering and a supple well controlled ride. And in adverse conditions such as rain, ice, snow and gravel, the S80 V8’s AWD provides an added level of comfort and confidence that really is appreciated.

BMWs and Mercedes-Benzes are known for their handling, but Volvo doesn’t take a back seat to the Germans these days. Available on both S80s is an enhanced version of the Volvo Four C (Continuously Controlled Chassis Concept) “active” suspension. This is an advanced self-adjusting system that uses sensors to continuously monitor the car’s behavior. The shock absorbers can adjust to a given driving situation in a mere fraction of a second. Four-C modifies the chassis setting to suit the car’s speed (the higher the speed, the greater the damping). As a result, the car remains controllable even at higher speeds. This technology also reduces the car’s tendency to squat, dive or roll under firm acceleration, hard braking or quick steering maneuvers. The newest Four-C system ups the ante from the previous S80 model and now offers three alternative chassis settings instead of the previous two.

Speed-dependent power steering is also an option in the new Volvo S80. The system provides more power assistance at low speeds, for example, to make parking easier. The power assistance gradually declines as road speed increases, disappearing entirely at high cruising speeds.

In order to give all drivers an optimum feeling for the road, the steering servo assistance can now be adjusted by way of the car’s information and set-up system. Power steering assistance can be set at one of three levels.

In nearly every area of occupant protection the S80 expands Volvo’s leadership in both preventative and protective safety. Innovations include a new side airbag with dual chamber construction for enhanced hip and chest protection. Clever structural design employs four different grades of steel for predictable crash energy absorption. The S80 also features the next generation of WHIPS rear impact protection and new approaches to pedestrian safety.

Adaptive cruise control, optional on all S80s, uses a radar sensor to measure the distance to vehicles ahead and automatically adjust vehicle speed. Collision warning with brake support works in concert with the system, alerting the driver and, when the driver depresses the pedal, applying full brake force if needed. The Blind Spot Information System (BLIS) is another new high-tech option. Cameras near the outside mirrors detect vehicles that might be in a blind spot and relay the information to the driver.

So what is Volvo’s problem? It starts with a strong unbending conservative streak that leaves the company with a failure to communicate. Or, more accurately, an unwillingness to compare itself head-to-head to the competition even when Volvo has the advantage. Which leaves consumers with the belief that being German is better.

And because Volvo has a much lower marketing and advertising “voice” than the competition, guess which brands get their message across more strongly? So we’re back to that dilemma I mentioned at the beginning. Luckily, all you WheelsTV.net viewers are independent thinkers. So I’m not even asking you to take my words as gospel. But merely to add the S80 to your list when you go shopping for a mid-size European luxury car.

Sit in it. Compare it to the BMW and Mercedes for luxury, fit and finish and comfort and convenience. Kick the tires. Drive it. I think you’ll be surprised, pleasantly surprised. And your wallet will also thank you.

2007 Toyota Camry Hybrid--Penny Wise and Not Fuelish

Nobody asked me, but . . .

In setting out to reinvent the Camry, the best-selling car in America for eight of the past nine years, Toyota engineers and designers did something they have never done before: They created a hybrid version. And for those who considered Toyota’s first hybrid sedan, the Prius, too controversial, let me allay all your fears immediately. The Camry Hybrid is by far the most conventional of Toyota’s hybrids. It’s simply a Camry!

This is not to imply that the 2007 Camry is merely boring transportation because while the new Camry package is evolutionary in nature, it has been poked, prodded and tweaked in all the right places to assure it retains its mid-size sedan leadership position.

Check out the Camry’s more stylish exterior. More sporty and modern . . . but it will still play well in Peoria. Overall length is identical to the previous model but the wheelbase has been stretched two inches, the track is wider and the wheels are pushed out toward the corners, making for more contemporary curb appeal.

Inside, give or take a half inch here or there, the new Camry is as roomy as its predecessor, rear seaters lose half an inch of head room but gain an equal amount of leg room compared to the previous model. Other interior dimensions are pretty much a wash. But Toyota designers improved the feeling of spaciousness by pushing the base of the windshield forward, redesigning the front seats and allowing these seats nearly a foot of fore/aft travel.

Typically for Toyota, all controls are logically placed, sensibly sized and easy to operate. The steering wheel adjusts for rake and reach but the pedals are not adjustable. And everything was impressively well screwed together, even though my Hybrid test car was a pre-production prototype.

Unlike the Prius, with the Camry Hybrid it’s possible to make a direct comparison with a conventional gas-only Camry model. A few of the pertinent specs are summarized in the attached chart:

The price difference is a good approximation of what the hybrid technology costs these days: not much more than a moonroof, a navigation system or leather seats.

Camry safety starts with a stronger passenger cabin. And also includes standard dual-stage airbags, seat-mounted side airbags, side curtain airbags and a driver's knee airbag. All 2007 Camrys also come equipped with an Antilock Brake System (ABS). Vehicle Stability Control (VSC) with traction control is standard on the Hybrid and optional on other models.

The Camry’s sportiness is more than skin deep. All models get larger brakes and Toyota's Brake Assist, an electronic function that senses an emergency stop and applies increased braking power once the driver touches the brake pedal, is standard. Wider, larger-diameter wheels and tires are fitted to all models and the chassis was retuned for sportier ride and handling.
Camry Hybrid comes standard with Smart Entry, which allows you to lock/unlock the doors with the “key” in your pocket. It also includes push-button starting. As is typical with most hybrids, during braking, the engine deactivates and the electric motor acts as generator to charge the battery pack. Braking response is very linear and the most natural-feeling of any Toyota hybrid to date.
But Toyota engineers still have work to do on the electric-assisted steering. It’s numb on center, vague and the boost isn’t linear. Steering aside, the handling and ride get high marks. Most hybrids feel heavy in the rear when cornering because of the batteries lurking under the rear seat. The Camry Hybrid is nicely balanced and even a bit more sporty than previous generations. And the ride is smooth and supple.
Under the hood the Camry’s two conventional gasoline engines are both more powerful for 2007. The 2.4-liter 4-cylinder adding four ponies and the V6 adding nearly 80 horsepower as a result of an increase in displacement from 3.0 to 3.5 liters.
Harnessing this V6’s output is an all-new 6-speed automatic transmission that uses 21 percent fewer parts than the conventional 5-speed automatic transmission it replaces. This new transmission, which can be shifted sequentially, relies upon a newly developed gear train that uses a Ravigneaux-type compound planetary gear for reduced size, weight and friction.
This new transmission also uses a quick-response, low-friction clutch pack for enhanced fuel economy; an ultra-flat, low-inertia torque converter for high transmission efficiency; a set of high-response, low-slip clutch packs and new electronic and hydraulic control systems that incorporate an intelligent shift control that learns driver's driving style and selects gears based on that style.
The Camry’s “other” powertrain is Toyota’s exclusive Hybrid Synergy Drive, consisting of dual gasoline and electric power sources that are complementary and produce a combined 187 horsepower. This system varies power between gas and electric, or both, as needed and is coupled to an electronic continuously variable transmission (CVT).
The first half of this system consists of the 2.4L four-cylinder 2AZ-FXE Atkinson-cycle engine, which generates 147 hp and is coupled to a continuously variable transmission (CVT). The second half of the Hybrid Synergy Drive equation consists of a small, specially developed electric drive motor that produces 45 horsepower, an ultra-small inverter with a specially designed compact battery and a transaxle to provide the economy and seamless performance hybrid drivers seek.
Hybrid performance rates eight smiles out of 10: It’s more than acceptable when running only on the 4-cylinder and it feels a lot like the boost from a turbocharger when the extra power and torque from the electric motor kick in. At a stop, the engine can enter an idle stop mode to save fuel. Restart is accompanied by a very slight shudder.
Because there are situations in daily driving in which the gas engine in a Toyota hybrid is completely shut down, air-conditioning and power-steering systems are driven electrically, rather than by the engine. This ensures these features will continue to operate, whatever the status of the Camry Hybrid's drive system.
The Camry Hybrid also has an eight-year/100,000 mile warranty that covers the hybrid–related components,
If you’ve considered a Toyota hybrid previously, but were turned off by the unconventionality of the Prius sedan, now’s the time to head to your nearest Toyota dealer. You’ll see green all around . . . from the Hybrid’s low-polluting, high-fuel efficiency “motor” and from your neighbors’ envy.

2007 Dodge Caliber--How Small is Small?

Nobody asked me, but . . .

Let’s get one thing perfectly clear. When Honda says small car, it means Fit. When Dodge says small car, it’s talking Caliber, a car that’s about 18 inches longer, 2.5 inches wider and as much as 800 pounds heavier than a Fit. The Caliber is replacing the Neon in the Dodge lineup and both the Neon and the Caliber are Honda Civic-size.

Calibers are available in five trim levels, ranging from the base 1.8-liter SE at $13,725 up to the 2.4-liter R/T AWD (all-wheel drive) with an MSRP of $19,920 (plus $560 destination charges) we tested. A CVT (Continuously Variable Transmission) is standard in the R/T AWD and optional in all other models.

With the Caliber, Dodge designers have gone out of their way to create the illusion of a larger car. The exterior looks like a smaller version of the Magnum. Inside, the large gauges, heater/vent/air conditioning dials and steering wheel, along with the expansive dash give the perception of a larger car. All the better to fool American buyers who don’t feel comfortable driving small cars.

The R/T AWD’s “big” 4-cylinder is a necessity in a “small car” weighing more than 3300 pounds. But even its 172 horsepower is barely up to the task of hauling around that much weight. And as a result, the EPA estimated fuel economy is a modest 23 mpg city and 26 highway.

The CVT tries hard, and by its very nature it keeps the revs higher than the ears enjoy hearing. There is no melody to a 2.4-liter 4-cylinder revving above 6000 rpm. The transmission features a manual gate with six distinct ratios, and the Caliber feels more peppy and less strained when driven in this mode.

From behind the wheel the Caliber R/T AWD not only looks like a big car but also it feels like a bigger car. The steering and brakes are heavy. Around corners it has a big-car feel: substantial but never light and nimble. The ride is firm. The R/T models have performance steering and a sport suspension aimed at enthusiast drivers. Test drive the other Caliber models if you prefer a less sporty driving experience.

In addition to being the Chrysler Group’s first compact car to offer all-wheel-drive, Dodge Caliber is the Chrysler Group's first passenger car to use an electromagnetically controlled all-wheel-drive system that manages torque split from front to rear, based on road surface conditions.
The system works on demand, without need for driver input, driving only the front wheels until power to the rear wheels is needed, which optimizes fuel economy. All-wheel drive also is used between speeds of 25 and 65 mph to ensure precise handling during performance driving.
Along with an ABS braking system (standard on models with CVT), Dodge Caliber also is the first Chrysler Group compact car to offer Electronic Stability Program (ESP) with traction control on SXT and R/T models (late availability). These confidence-inspiring features are ideal for all-season go-power in Northern New England’s notoriously wet, slippery, snowy, icy, muddy driving conditions.
Dodge doesn’t use the words “station wagon” to describe the Caliber, but I can and will. The rear hatch and folding rear seats create a large functional cargo area. There are plenty of storage cubbies strategically located throughout the cabin, including a clever two-level glovebox (but no lock). Plus numerous thoughtful details, including extendable visors and a cell phone/iPod holder built into the center console. But these are counterbalanced by seat controls that are awkwardly positioned and outboard vents that are irritatingly low. And despite its exterior size, the Caliber’s interior doesn’t offer much more room than a lot of smaller cars I can name, including the Honda Fit.

At $14,000 dollars I expect to find hard plastic interior surfaces. But when a model such as the R/T AWD is just a five spot under $20,000, I look for higher-grade materials and better fit and finish. Come on Dodge, you can do better.

I find the Caliber R/T AWD a bit of an enigma machine: Big car on the outside, but small car on the inside. A compact car with mid-size car price and fuel economy. Thoughtful design touches mixed with some frustrating controls. The peace-of mind of all-wheel drive and available stability and traction control combined with a not-so-peaceful 4-cylinder and CVT. A blending of Chrysler and Daimler technologies and engineering. Maybe trying just a little too hard to be both germane and German. A 22-caliber rifle shot in a shot gun market.

2007 Maserati Quattroporte—Italian Performance and Elegance

Nobody asked me, but . . .

Maseratis have long been praised for their ability to go around corners, but only recently has Maserati turned the corner.

For 2007 only the 4-door sedan Quattroporte models in base, Sport GT and Executive GT trim levels will be sold in the U.S. Essentially this is a recognition by Maserati that the rather long-in-the-tooth Coupe and Grand Sport models have been successful in bringing the Maserati name and heritage back to America, but they never reached the level of quality and refinement that buyers take as a given these days in the $100,000-plus Grand Touring sports luxury segment.

And while Maserati sales have grown at a record pace in America these past few years—accounting for 45 percent of Maserati’s worldwide sales in 2006—Maserati recognizes that its future and its financial success in North America lie with its more modern Quattroporte models, which were introduced here in 2005. The Quattroporte is about the same overall length as the Lexus LS 460 or BMW 750i, but its taut eye-catching Pininfarina curves result in a tighter but sportier seating package than is found in the Lexus or Bimmer.

The Maser’s sporting heritage also is evident in its serious attention to all things performance. It’s high-compression Ferrari-engineered 4.2-liter V-8 produces 400 bhp @ 7250 rpm and sings a lovely Italian aria as it is revved to redline. Featuring four overhead camshafts, four valves per cylinder and variable valve timing, this highly tuned V8 also produces an impressive 339 lb-ft of torque at 4250 rpm, 75 percent of which is available at just 2500 rpm.

The big news for 2007 is the introduction of a fully automatic gearbox as an alternative to the Formula 1-inspired DuoSelect transmission that consists of a 6-speed electro-hydraulically shifted manual gearbox that can also be used like a normal automatic when during around town in stop-and-go driving. The new 6-speed automatic is a collaboration between Maserati and ZF, resulting in an exceptionally flexible, responsive and smoother automatic transmission that allows gears changes as high as 7200 rpm, the highest in the class. This endows the Quattroporte Automatic with serious performance capabilities: 0-100 km (62 mph) in just 5.6 seconds and a top speed of 167 mph. With 10-percent better highway fuel economy to (right) boot, but still in the gas guzzler category.

DuoSelect models have slightly more aggressive engine tuning resulting in a top speed of 171 mph and more instantaneous throttle response.

The Quattroporte’s underpinnings are equally impressive, featuring front and rear double wishbones with arms and hubs in forged aluminum to reduce unsprung weight, together with a sophisticated damping system, a Brembo braking system with a ventilated disc at each corner and electronic speed-sensitive steering. The Quattroporte’s weight balance also plays a role in the handling equation: The engine is located behind the centerline of the front wheels, resulting in a race car-like 49 percent of the weight over the front wheels and 51 percent resting on the rears with the conventional automatic. For DuoSelect models with their rear-mounted gearbox and differential, the weight distribution is 47/53 for even better traction and acceleration.

If there’s one area in which the Quattroporte wins hands down compared to any previous Maserati, it would be the elegance, refinement and quality of the interior. There’s not a stitch out of place or a rattle to be heard. In fact, Maserati designers were thoughtful enough to eliminate stitches where they don’t belong: on the rims of the steering wheel where the thumbs naturally want to rest. Bellissimo!

The Quattroporte’s woods and leathers are of the highest quality. And in the best tailor-made Italian tradition, the customer can design the car to meet his or her tastes, choosing from 10 exterior colors, nine internal colors and five types of wood trim.

And as a “driver” I certainly appreciate Maserati’s approach to instrumentation and controls. They are all laid out in a simple logical fashion. None of this iDrive or Command system, thank you very much. Leave that to the Germans. And I have to believe confusing over-complicated controls, along with the Maser’s overall sportiness, is the major reason that Mercedes S-class owners defect from their M-Bs to the Quattroporte in higher numbers than the owners of any other sports/luxury sedan.

Okay, already, so what’s it like to drive? Nice, very nice. The all-way power seats are superbly comfortable and supportive and along with a steering wheel electrically adjustable for reach and rake, the Quattroporte is for an easy fit for almost any size driver. Well maybe Shaq O’Neill would be an exception.

It’s slow going on the PCH through Newport Beach, Laguna Beach and Dana Point. Traffic. Lots of traffic. But the Quattroporte is serenely quiet and composed. If it’s a sports sedan, it’s hiding behind its luxury trappings at the moment. This is a good time to fiddle with the new automatic transmission. It’s got three modes of operation: Stick the lever in D and go or slide the lever down and to the left into its manual slot, which provides manual control of up and downshifts by moving the lever fore (downshifting) and aft (upshifting). Paddles attached to the steering column are the third mode. Right now D is the preferred modus operandi and the electronics seamlessly move the trans up and down through its six gears as the traffic ebbs and flows.

I note, too, that I can easily adjust the HVAC system, audio system and other controls without aid from a screen menu, a voice activated thingamajig or an 800-page owner’s manual. I am driving in the lap of luxury and enjoying it.

This all changes as I change directions from south to east and head up California Highway 74, also known as Ortega Highway. Take my word for it: Ortega is a sports car road. An unforgiving sports car road. It’s 35 miles of elevation changes and tight twisties from sea level in San Juan Capistrano up to around 2500 ft in the mountains and then back down to sea level again at Lake Elsinore. If you’ve driven it, you know what I mean.

It’s not often you find a vehicle with such well defined and refined manners under two such very different driving conditions, but the Quattroporte’s schizophrenic personality means it’s as much at home on Ortega as it was cruising down Coast Highway. It feels like it was designed for roads like this. And, indeed, it was. Its designers certainly understood Maserati’s racing heritage, and my mind conjures up images of the Mille Miglia and the Targa Florio as we traverse one demanding Ortega turn after another. This is a solid car with instinctive steering, flat, fluid cornering and powerful brakes. The power is marvelous and accompanied by a wonderful melodious roar as the engine effortlessly soars to redline. This is Grand Touring at its finest.

Too soon it’s time to turn back. And the Maser happily assumes its cosseting as I trundle on back to Newport on the PCH.

Issues? I have two. Throttle effort is high, especially in city driving. And the thickness of the C-pillars causes me to use extra caution when changing lanes to the right.

Maserati says that 2007 is also the year the company turns the financial corner. Italian red looks great on the exterior of a Quattroporte but not on a financial statement.

The various Quattroporte models will continue to be priced at just over $100,000 for the base model up to around $120,000 for the Executive GT and the Sport GT. The automatic transmission is a $1200 option.

Maserati has a strong and successful racing history and 2006 was no exception. The Maserati MC12 sports car took the team and drivers championships in the FIA GT Championship and also won the GT1 class in the Italian Gran Turismo championship.

In early March the Maserati family will increase by one with the introduction of the GranTurismo at the Geneva Auto Show. This 2-door, 2+2 coupe will be fitted with the automatic gearbox and a more powerful V8 engine, delivering 405 bhp. And it will make its in North American debut at the New York Auto Show in April.

If I were a betting man I’d tell you that the Gran Turismo is the basis for a new Maserati racing car that could compete at Le Mans and in the ALMS here in the States. Wanna bet?