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?

2007 Mazda CX-9—Seven-Passenger Zoom-Zoom

Nobody asked me, but . . .

Mazda is on a roll. Sales are strong throughout North America, including Canada and Mexico. Zoom-Zoom has caught on. Why? Because Mazda has the product to back up those words. From Mazda3 sedan and sports coupe to the MX-5 Miata to the rotary-powered RX-8 sports car, Mazda builds cars that are fun to drive. And it’s not just the coupes, sedans and sports cars that exhibit the zoom-zoom DNA, even family-oriented models such as the CX-7 have Mazda spirit.

But what happens when you introduce the largest vehicle Mazda has ever sold in the U.S., a midsize crossover with three rows of seating and room for seven. Is zoom-zoom suddenly snooze-snooze?

To find out, I accepted Mazda’s invite to attend the launch of the new CX-9. The CX-9, the Mazda MPV (no longer sold in the U.S.) and the Ford Edge are cousins, loosely sharing a platform on which all three differ in wheelbase, overall length and track. CX-9 and Edge share the same Lima, Ohio-built 3.5-liter V6, identical except for minor tuning differences. Both have 6-speed automatics; the Edge has the new Ford-GM transmission while the CX-9 has a Japanese Aisin 6-speed, featuring a manual shift mode not available on the Edge.

When Mazda marketeers were analyzing the crossover landscape, owners of other competing crossovers told Mazda to “Don’t even think about introducing a midsize competitor unless it has three rows of seats.” So three rows of seats are standard.

Mazda also provided rear doors that open wider than the competition—Toyota Highlander and Honda Pilot—along with ingeniously engineered 2nd- and 3rd-row seats that tilt and slide with a simple one-hand operation. So unlike many SUVs and crossovers, third-row occupants aren’t seated in a penalty box. And when it’s needed, there’s class-leading cargo room behind the 2nd- and 3rd-row seats.

Prospective buyers also mentioned the s word: safety. So roll stability control, dynamic stability control and traction control are standard on all three models as are advanced dual front air bags, side-impact air curtains for all three rows and front-side impact air bags.

Design? Mazda customers like exterior styling that is bold, athletic and sporty. Inside they want comfort, convenience, driver-focused controls and comfortable supportive seating. All are attributes of the new CX-9. And for those times when the conditions call for relaxed cruising, the CX-9 offers an optional custom-designed Bose rear-seat entertainment system with surround sound that’s better than some movie theaters. I call it boom-boom.

Somehow, not much of what I’ve said so far sounds much like zoom-zoom. You’re right; I’ve saved the best for last.

When most companies introduce a new SUV or crossover they put you on the straight and level and tell you to do family things. Mazda, au contraire, adds a different twist. They aim you at the canyon roads north of Los Angeles and caution, “You get a ticket, you pay for it!”

So off we went, seated behind the wheels of a variety of Sport, Touring and Grand Touring CX-9s, some front drivers and others AWDs. I started with the base Sport and later swapped into a Grand Touring model, both with front-wheel drive, but the GT version is fitted with 20-inch wheels and tires versus the 18s on the other two models.

The first thing you discover when you finally clear downtown LA traffic is that these canyon roads we’re driving are sports car roads. And funny thing, the CX-9 feels like a sports car. Okay, it’s not an RX-8. The RX-8 only holds four people and the CX-9 seats seven. But with two on board I’m thinking to myself, “The CX-9 drives like a much smaller vehicle.” It’s balanced, it’s agile and it’s fun. I’m seated higher than I would be in an RX-8 but I don’t feel unsettled when going around corners. The CX-9 tracks predictably and true. The steering is nicely weighted and provides excellent road feel and feedback. When I push the CX-9 aggressively, it reels me in with a touch of stability control. But it’s never oppressive as some stability systems are wont to be. Brakes? Vented discs at every corner and nearly as large as those on the Porsche Cayenne S model. So the CX-9 stops really well.

And I’m loving the powertrain. Mazda’s drivetrain wizards have done an excellent job of matching the 3.5-liter V6’s torque and horsepower characteristics to the six ratios of the automatic transmission. The lay of the land results in numerous up and downshifts as the road twists and turns through the canyon. Up hills and down. Slow lefts and fast
rights . . . and vice versa. The throttle responds to my every command, instantly and smoothly. I don’t realize the transmission has been downshifting three or four gears in some of the turns until I happen to glance at the indicator on the dash. “It downshifted to third? It feels like it only dropped down one gear.” The shifting is so smooth and seamless it feels like a one-speed fluid drive. This powertrain control, balance and smoothness allow me to maintain high average speeds without upsetting my passenger. And isn’t that what Grand Touring is all about?

I didn’t get a chance to drive a CX-9 with all-wheel drive on this trip (I’ll make up for that omission sometime in the near future), but loving the handling of the front driver as much as I do, I know the AWD model has to be better with all four wheels powering the CX-9 through the turns.

Bottom line? It starts with an MSRP of $29,035 for the least expensive Sport model and ranges to $33,875 for the Grand Touring AWD model.

Bottom, bottom line? The new Mazda CX-9 is a great high-wire act of family-oriented features wrapped in a stylish sporty package that is the essence of zoom-zoom DNA. That leaves most of its direct competitors up in the air minus a safety net. Did someone say: gloom-gloom?

CHAMCO--China is Coming

Nobody asked me, but . . .

Another National Automotive Dealers Association (NADA) Convention has bitten the dust. I’m speaking figuratively, or course, because this year the convention was held amongst the glitz and glamour of the Nevada desert in the city affectionately known as Lost Wages in the Hilton Convention Center. I generally visit the HCC at least once a year, typically the first week in November when SEMA takes over the entire town. And I do mean the entire town. Compared to the Tokyo-like density of people and exhibits at the Hilton Convention Center during SEMA week, the NADA felt like a ghost town. I could actually move from one hall to another without bumping into 461 other SEMA-ites walking in at least 326 different directions. NADA regulars told me that attendance was down this year (mostly the domestics) but that most of the usual suspects were in town.

I don’t normally attend the NADA convention, but this one was freeway close so I packed a bag, jumped behind the wheel of a Lincoln MXZ (Nee Zephyr, and judging by how Ford has magically converted the Five Hundred into a Taurus, who knows what name this smallest of Lincoln’s will wear next week. Anyone for Utopian Turtletop? Don’t laugh. Ford almost applied that badge to the Edsel!).

It’s about a four-hour flight (including one pit stop) from the OC to Vegas using mostly I15 as the route of choice. I’ll leave it to you to do the math. Anything else I say could and probably would be used against me in a court of law.

The M-K-Z (Is that the latest pronunciation? I’m not sure even the L-M folks know.) made quick “work” of the trip to Vegas. It’s a comfortable ride. It’s got excellent high-speed cruising ability, a supple, supportive ride, nicely balance steering and handling including confidence-inspiring AWD (It could use stronger brakes, however.) and a 3.5-liter V6 that is an easy breather at elevated speeds. Even my navigator (the stacked one occupying the passenger seat, not the one in the center stack) commented on how serenely time and landscape flew by. And it didn’t hurt that the Z was Sirius-radio equipped.

But I have digressed enough. Much of the news at NADA, whether you were dealer or media, was concentrated in two arenas: China and electrics. I arrived early enough on Friday afternoon to catch Michael Dunn of JD Power present some current thinking on China and where it’s headed automotively. At the show, itself, three booths seemed to be grabbing more than their fair share of attention: Zap, Miles Automotive and Chamco Auto (China America Cooperative Automotive, Inc). The first two are in the electric car business and the last is into China.

I spent a bunch of time talking to the Chamco folks and actually got to drive both of their first models, a pickup truck and an SUV, at parking lot speeds. Chamco auto signed an agreement with a Chinese partner, Hebei Zhongxing Automobile /company, Ltd. In Baoding, China in January 2006 (Chamco calls this company ZXAUTO China.).

I sat in examples of the SUV and the pickup at the Chamco booth. Candidly, and the Chamco folks know this, the quality is not up to U.S. expectations. If they were introduced today, both would be bottom feeders in the JD Power quality studies. But Chamco is committed to quality and has right of refusal on any vehicle that doesn’t meet Chamco’s quality engineers’ seal of approval.

The SUV, called the Landmark in China, is about the size of a Toyota Pathfinder or a Chevy Trailblazer. The extended cab Pickup, called the Admiral in China, is harder to quantify because it has a much shorter wheelbase than any of the pickups sold in the U.S. today. I had to go back to a 1997 Dodge Dakota Regular Cab with a six-foot bed to find a truck with about the same wheelbase and overall length.

Both vehicles are Euro 3 compliant and are legal for sale in Mexico. As a result, Chamco expects to begin shipping current production SUVs and Pickups to Mexico by June 2007 where they will be sold through a network of 25-30 dealers. This will allow Chamco engineers to accumulate real world customer data close to home and conduct extended durability testing prior to U.S.-legal models hopefully reaching American dealers by mid-2008.

Initially, U.S. vehicles will be built based upon the KISS principle: Keep It Simple, Stupid. Both the Pickup and the SUV will be offered in base and deluxe trim levels, with either rear- of 4-wheel drive (including a shift-on-the-fly transfer case) a choice of a 5-speed manual or 4-speed automatic (SUVs are automatic only), a choice of seven exterior colors and no options. This will simplify the product pipeline between China and the U.S. and assist in maximizing quality.

Shipments to the U.S. are planned by mid-2008, which would probably make Chamco the first importer of homologated Chinese cars in the U.S. Prices? Chamco is targeting a base 2WD truck at an MSRP of $13,250 and a deluxe version of the 4WD SUV at $18,000 and change. The basic warranty will be 3 years/36,000 miles plus a powertrain warranty of 50,000 miles. And full roadside assistance will be standard.

Chamco dealers are guaranteed by ZXAUTO China, for five years, at least a 20 percent pricing advantage versus any comparably equipped competitor, including other Chinese-manufactured vehicles. That’s a pretty powerful marketing statement.

About a year after the SUVs and pickups are introduced, Chamco will follow with entry-level sedans and crossovers, also from ZXAUTO. In addition, Chamco is talking to several other Chinese manufacturers with the goal of rounding out their vehicle lineup with a sports car, minivan and a hybrid. Currently, Chamco has a 4-cyliinder diesel-electric hybrid, capable of returning 80 mpg under development at its R&D center. This powertrain is projected for Chamco’s 2009 vehicles.

Chamco is planning on appointing a maximum of 150 dealers for the first two years of operation, after which the number of dealer points will grow to 400 nationwide. The first 150 dealers, along with Chamco’s Chinese manufacturers, outsourcing providers and its executive team, will be joint venture partners with Chamco. And, according to Chamco Chairman and CEO, William Pollack, all of Chamco’s top executives have agreed to salaries that are about 85-percent lower than industry averages in order to keep the company’s burn-rate to a minimum. In return, these executives have been given equity ownership and bonuses predicated on stock appreciation. So not only do they have “skin in the game” but also they are “sharing the pain” of making a startup company a success.

The SUV and pickup are already on sale in China and more than 50 other countries around the world, and according to Chamco executives, that have an established track record for reliability and high customer satisfaction. I can’t prove either of these claims, but I can tell you that Chamco isn’t attempting to reinvent the wheel with these vehicles, which I consider a smart move.

Both vehicles are body-on-frame designs loosely based on older Toyota models. So the basic underpinnings have been around for a while and proven. The same is true of the mechanicals: The 5-speed manual is a Getrag design manufactured in China, the 4-speed automatic is a Ford transmission, the transfer case is a Borg Warner design from China.

The current engine is a ubiquitous Mitsubishi 2.4-liter 4-cylinder, which will not be in the vehicles certified for the U.S. Chamco realizes the 2.4-liter is underpowered for U.S. drivers and driving conditions and has a larger 4-cylinder (another well proven design) under emissions development. Chamco is seeking a combine EPA fuel economy figure of 22.4 mpg to avoid the 2009 gas-guzzler tax.

Chamco is projecting sales of 75,000 vehicles the first year, 200,000 in the second and 400,000 by the fourth year.

I was told, not by Chamco but by a couple of disinterested parties, that more than 700 dealers met with Chamco executives during the recent NADA convention. How many of them actually sign up is a totally different story. But it does indicate a strong interest by American dealers in Chinese cars and the Chamco proposition.

However, lest I be accused of allowing the glare from a set oncoming high beams to blind my journalist objectivity, permit me to direct your attention to some of the potential berms and potholes littering the road to a successful 2008 Chamco rollout.

Will Chamco sign up 150 dealers willing to ante up $300,000 to buy into the deal as quickly as Chamco hopes? In some ways it’s not unlike Malcolm Bricklin’s now dead deal with Chery in which the dealers were asked to put $2 million into escrow to secure a territory and to partner with both Bricklin’s Visionary Vehicles and the Chery manufacturing facility.

When I drove the Chamco SUV and pickup in the Las Vegas Country Club parking lot, I found both to be solid feeling. Admittedly, this was low-speed driving in a lot devoid of the berms and potholes I mentioned previously. But later, following dinner, when William Pollack was asked a question about vehicle certification, he candidly admitted that they were too solid. During initial front impact barrier testing in China, Chamco engineers determined that the front end is not as occupant friendly as it needs to be, and additional front crumple zones will need to be added to reduce deceleration forces transmitted to the occupants.

All of this speaks to the fact that one of the shortest, bluntest arrows in the ever-expanding quiver of Chinese automotive knowledge and experience is the issue of homologation. Meeting U.S. safety and emission standards ain’t easy. And failing even one of a myriad of these regulations could delay certification and entry into the U.S. Every Chinese auto company has acknowledged this technical weakness and looked elsewhere (mostly to third-world countries) for its initial exports.

But I would be remiss if I didn’t report that Pollack expects both vehicles to shed around 300 pounds via advanced manufacturing techniques such as laser welding, which allows materials of varying thickness to be bonded together, optimizing distribution of impact forces while maximizing weight efficiency.

ZXAUTO would seem to have the production capacity to meet Chamco’s SUV and pickup needs. But during 2006 ZX auto sold fewer than 35,000 vehicles, which places them way down the totem pole of Chinese auto producers. Can ZXAUTO survive? Will the Chinese government allow them to survive? Will they be forced to merge with another auto company?

And while the prices Chamco is quoting for their midsize SUV and pickup are attractive, they are entering hyper competitive segments at a time when the market has already shifted away from these products.

Will Americans buy these vehicles, even at their much lower prices? In America, safety sells. Chamco is working on stability control systems, advanced airbags, side curtain airbags, etc. But I wouldn’t expect these features on the first models.

Chamco executives are committed to quality. And the Mexico experiences will help enormously. But can their Chinese suppliers provide the quality components required? That’s a TBD in my book.

Bottom line? Chinese cars are coming. Chamco is pursuing a logical course with vehicles that use proven technology and body-on-frame construction that should be rugged. They’ve got their stake in the ground and they are moving forward aggressively. Can they get here by the middle of 2008? I’d be hedging my bets.

But I guarantee this. There will be hell to pay if the quality isn’t top notch. I don’t believe any Chinese company doing business in the U.S. is going to get a second chance to get the quality right.