2008 Chevy Cobalt 1LT Review

Last week, I was the unfortunate victim of a hit-and-run accident on my way home from work. The perpetrator crossed the double yellow lines in a relatively narrow residential street, skidded along the side of my Honda Accord, and caused $2,643 in damage, not to mention the temporary loss of my vehicle for several weeks, and the permanent loss of its status as never having paint work done on it.

The day after the accident, I drove the car to an excellent body shop about 75 miles from my home (unfortunately, they've had to ply their excellent handiwork on my wife's vehicle about four years ago). This time, however, my loaner car was a brand new 2008 Chevy Cobalt LT sedan instead of a four year old Cavalier, as my wife received in 2004. I'd sat in a few Cobalts over the years, but never actually driven one, so I was looking forward to checking it out. I wasn't looking forward to "trading down" for a few weeks, but such is life.

The Cobalt is not an ugly car. I find it more attractive than, say, a Toyota Corolla, but less attractive than a Honda Civic or Mazda3. Although the Cobalt took the Cavalier's spot in the Chevrolet lineup, it is a completely different vehicle, sharing almost no parts. Looking at it, though, you wouldn't know it. The Cobalt sedan has a very uninspiring style to my eyes. In contrast with the Cobalt coupe - especially in the now-discontinued SS Supercharged trim - the sedan is not the looker of the family. Visually, everything seemed to be properly aligned except for the trunklid - the first time I closed it, it actually bounced back up. The second attempt did latch it, but the gap on the right side is much larger than the gap on the left side. This misalignment may have made it difficult for the latch to do its job.

Opening the door felt like everything was appropriately attached. The seats in the LT model that I have are cloth covered and reasonably comfortable; the cloth felt a little cheap (although I'm used to leather), but the seats have adjustable lumbar support, reclining, and one other knob whose function I haven't identified yet. Once seated, the interior is reasonably appealing, until you begin to touch things. The gauges are surrounded by faux chrome trim, the inner door releases are plastic chrome, and the upper dash in my navy blue sedan is a charcoal gray, while the lower part of the dash is a lighter shade of gray - actually, this is the same color combination inside my Accord. However, the entire dashboard - top, middle, and bottom - is hard plastic with a very artificial-feeling, rough texture. It's also hollow knocking on it yields an echo. The radio, shared with many other GM vehicles, has a CD player with MP3 capability, an auxiliary jack for an iPod or MP3 player, and XM Satellite Radio. (Enterprise hadn't activated the car's XM, but the kind folks at XM were able to temporarily transfer my subscription to the Cobalt for the duration of my time with the car for free). The radio is relatively easy to figure out, and seems to be only a few speakers, a subwoofer, and sufficient wattage away from being a decent one. The rubberized, large volume/power knob was nice to use, although it has a thin plastic, hollow sound, unlike a similar knob in my (admittedly more expensive) Accord.

Interior space is actually very good, at least in the driver's seat, even though I'm 6'4" and 190 pounds. My head is about three inches from the ceiling, which is about the best I can hope for from anything smaller than a Dodge Sprinter, and my knees do not touch the lower dashboard. I find the Cobalt, at least this particular one, to be an interesting vehicle because of the contrasts/conflicts apparent within it. Some parts of the car scream "cheap!" to me, while other parts of the car impart a premium feel. I've already mentioned some of the "cheap" parts; others include the 100% plastic parking brake pull, door panels, a lack of cruise control (though it's available on the Cobalt as a $248 option), a windshield without the blue tinted area at the top, really flimsy sun visors (though they're no worse than our $35,000 Nissan Pathfinder's), no temperature gauge, and no anti-lock brakes (available as a $360 option). The more premium features include the standard XM radio, power windows, mirrors, and locks, remote keyless entry, a woven headliner, a DIC (digital instrument cluster), and automatic headlamps.

As I slid the four speed automatic into reverse to back out of my garage, the car was rolling, but was not engaged in a gear. I looked down to find that what I thought was the detent for reverse was really just extra friction between park and reverse. It's not a very smoothly-acting gearshift, even for an automatic. Once underway, the powertrain (my rental has the 148 horsepower 2.2 liter Ecotec four cylinder and four speed automatic) sounds and feels fine during leisurely driving, but if conditions call for a quick merge onto a crowded expressway, the transmission quickly drops a few gears, the Ecotec screams, and eventually you get to highway speed. Without the benefit of a fifth wheel, the seat of my pants (which is, admittedly, likely to be inaccurate) says that it feels like about 9.5 or 10 seconds from 0 to 60.

Braking feels fine; the car is equipped with front disc and rear drum brakes. Drum brakes are often found on less-expensive cars, but they can be more susceptible to fade with heavy use, but they were certainly adequate for how I'd use the car. The Cobalt was the first vehicle I'd ever driven with electric power steering; the criticisms I'd read of this system are warranted. It lacks feedback and feels unnatural, particularly at low speeds. Still, I do appreciate that its reason for existence is to conserve fuel. The Cobalt handled road imperfections nicely; I didn't push its handling (I'm still a little shell shocked after the hit-and-run, after all), but I don't particularly feel unsafe driving it.

The most surprising thing to me about the Cobalt is that, until GM's cost reductions in the past year or two, they actually lost money on every Cobalt they sold, in spite of the obvious decontenting. Yet, when I think about the 1990 Pontiac Grand Ams that I used to browse at the dealership with window stickers very close to the Cobalt's ($15,955 including destination for a 1LT like this one with no options except for the automatic transmission), with very similar equipment levels, but lacking any airbags, much less dual front and head curtain side airbags - and lacking amenities such as XM radio, automatic headlights, and a digital instrument cluster, the Cobalt seems to be a solid value.

Still, if I were shopping for a compact car, I'd be sure to drive the newer competition before signing on the dotted line for a Cobalt. I really think that GM has proven in the past two years that it can do much better, and I look forward to driving the next Cobalt.

Someone Needs To Take Dodge Out To The Woodshed (MF Drives The Dodge Avenger)

My personal opinion on reviewing cars and judging their worthiness has always been that one has to view things in relative terms. For example, the interior trim in my Nissan Altima is quite nice for a midsize mainstream sedan, but would be very much out of place in a luxury vehicle- but because it IS a midsize mainstream sedan, it gets top marks. And for an opposite example, the interior in a Cadillac STS is amazing for an entry level luxury car, but not so much for a top of the range luxury car. Stuff like that.

So it's been interesting (to me at least) to gauge my own reactions to recent Chrysler products. Take for example the Dodge Nitro, the Jeep Patriot and the Jeep Compass (no really, take them)- they all have more or less the exact same interior, but to me, the only interior of the threesome that matches the intent of the vehicle is the Jeep Patriot- because the Rubbermaid hard plastic stuff screams utility to me- and the Patriot seems better suited to that than the overstyled overcompensating Nitro and the girly Compass.

A more relevant comparison for the purposes of this review would be the Chrysler Sebring vs. the Dodge Avenger. Basically the same car. Basically following the same old crappy marketing efforts that I thought had been eradicated from Detroit many moons ago. The Sebring? More feminine 'classy' styling, and a more 'upscale' interior. The Avenger? More butch 'aggressive' styling, and a, umm, less 'upscale' interior. It's actually somewhat amusing to see Chrysler pigeon-holing their buyers like this, but I digress.

What I'm actually trying to say is- the Dodge Avenger is less of an affront to the car buying public than the Chrysler Sebring, but not by much.

Where to begin? Well, first, the model I drove was a rental car special- a 4 cylinder equipped automatic SXT with the bare minimum in terms of interior goodies. No U-Connect, no chilled/heated beverage holders, no navi, no MyGig entertainment system, no steering wheel controls. On the outside, I was bedazzled by some of the most brilliantly orange peeled red paint I've ever seen, paired with a set of nice alloy wheels. Of particular hideous note- the designers at Chrysler must have a vendetta against C-pillars, if the C-pillar of the Sebring and the Avenger are any indication. Otherwise, I actually LIKE the exterior shape- yes, it's a mix of Caliber and Charger, but at least it's distinctive in a field which includes the Toyota Camry, Chevy Malibu and Honda Accord.

Inside, we arrive at the issue I hinted at in my Compass/Patriot/Nitro example earlier- materials that are obviously sub-standard in the Sebring become less sub-standard in the Avenger. Don't get me wrong, they still suck, but at least they fit in more with the image of the vehicle. Yes, it's all hard plastic. Yes, it gets uncomfortable at times when your knee rests against the center console or your elbow sits too long on the elbow rest. However, panel gaps are pretty tight, and there wasn't a squeak or a rattle anywhere. So it looks like Fisher-Price, but at least it was built by adults. Seat comfort is non-existent due to flat spongy surfaces. The stereo sounds like crap. The transmission lever is ringed by some of the fakest plastic chrome you'll ever see. But for some reason, it's not as offensive as you might think.

And the drive? Well, it's a mix of good and bad. First the good- the 2.4 liter four banger is, believe it or not- VERY smooth. It's actually a willing partner all the way up to the redline, and it sounds great. The transmission would be better served with another cog, but otherwise, it performs smoothly, although it is hesitant to shift down when more power is needed. And that's about it for the good. The rest is horrific. Spongy brakes? Check. Floaty suspension reminiscent of my dad's old 1985 Buick LeSabre coupe? Check. Incredibly overboosted steering? Yup, you got it. The best thing I can say about the drive is that it's not as bad as a base Buick Allure/LaCrosse. And if that's not damning this vehicle with the faintest praise imaginable, I don't know what is.

In the end, the place where I got my Avenger is also the place where it is best suited- the rental agency. On its own, one can make some arguments that it is a feasible vehicle. If you compare it to ANYTHING other than the Chrysler Sebring, it falls flat. Yes, it has a silky smooth I4, but apart from that, it is severely outgunned by everything in the segment. Even a Kia. I am absolutely floored that the designers at Chrysler and Dodge thought that THESE vehicles would be the ones to compete with the market leaders. Their OWN vehicles from last generation are in many ways better than these rolling piles of crap- seriously- stick this engine in a last gen Sebring, and I'd probably like the resulting vehicle more than these messes. The very fact that these have made it into the hands of the buying public is a testament to just how messed up the American automobile industry (particularly Chrysler) is.

The only way I could recommend this vehicle to someone is if they got it for about 6-7k off of list price. Which with the way Chrysler is going, may be in the cards somewhat soon.

How Do You Say Overrated In German? (aka MF Drives The 2007 BMW Z4 Roadster)

Uberschätzt. In case you were wondering. At least that's what the computer spit out.

I had the opportunity to take a Z4 3.0 convertible out for an extended spin a couple of weeks ago, and came away unimpressed. To say the least.

Walking into a BMW dealership always hints at the surreal- at least it always has in my experience. The combination of smugness, holier than thou attitude, and Teutonic coolness has always made it seem like you're not buying a car as much as you're buying a high end piece of electronic equipment. Or furniture. Or checking into an expensive hotel. Which is ironic really, since BMW owners are generally the first people to spout such invective at owners of 'inferior' brands (read: Lexus, MB, etc.) that fall on the luxury side of the sport-luxury equation. Luckily on this particular trip into my local BMW, I encountered a salesperson who seemed to be a tad more civilized than most- genial even. Unfortunately, no M Roadster were available for a drive, so a 3.0 would suffice. A set of keys and a dealer plate later, and I was away in a black 3.0- on my own without the dealer.

The first thing you'll notice about the Z4 is that it looks like the retarded chromosonal combination of a catfish and a tadpole. Yes, Chris Bangle is an oft-imitated designer, and yes, his influence and ideas have made a mark on the world of automotive design, but to these eyes, the Z4 is unpalatable from nearly every angle. The long hood and short rear deck are pleasing to the eye, but the lidded headlights and excessive surfacing, especially on the sides, is not. Inside, things get simpler, but not much prettier. Although the interior doesn't scream 'cheap', it also doesn't seem like BMW spent much more than they had to in order to get the interior up to par. Meaning, it looks sparse, and it feels sparse, even in the fairly loaded configuration I was driving. Fortunately, the driving controls are everything that the rest of the interior is not- that is, substantial and placed in such a way that you now someone spent a lot of time figuring them out. The shifter is readily at hand, the thick steering wheel is grippy, and pedal placement is perfect.

Starting the engine unleashes a subdued growl that actually sounds a tad raspy- something I did not expect from the 3.0. With the top down, I found the stereo (heck, EVERYTHING) was overpowered by engine note- if that's your thing, you might be in heaven, however I found it distracting after 10 minutes of it. Luckily, the noise is backed up by copious amount of power- let it run up to redline through the gear box and you'll quickly reach highly illegal speeds in a highly illegal manner. Unlike the Boxster, which feels planted and balanced no matter what you're doing, punch the throttle in the Z4 and you can feel it hunker down on its haunches and spring forward. There is lots of grip in back end, but if you're not careful with your throttle modulation, this bad boy will oversteer like a true drifter. The gearbox is a pleasure to use- short throws, well defined , and smooth as silk- all amplified by the wonderful placement of the shifter. The clutch is surprisingly light at first, but quickly becomes second nature after 5 minutes.

Handling? As mentioned above, I found the Z4 was quite fond of oversteering. The steering itself was very heavy- especially on center- if you want to turn in the Z4, you're going to have to turn- not just nudge. However, it responded quickly to inputs, and despite the heaviness, felt very good in the twisties. The suspension handled most of the road imperfections with ease around town, but I found it a big wriggly at speed and in sweeping turns- again, it felt as though the back end wanted to swap places with the front end. Overall, the experience was fun, but not as reassuring as a Boxster, or even a Z Roadster- both vehicles that I also tested on the same route.

All in all, the Z4 3.0 Roadster is a fine little car. Since looks are subjective, I can't dock too many points for looking the way it does. At 45k Canadian, it would be quite the ride for somebody looking for a sporty convertible that has the flexibility to actually haul some stuff (the trunk space actually isn't that bad). However, it's nowhere near 45k. In fact, it's near 70k Canadian for a Z4 3.0 Roadster. That my friends, is grand larceny. What does that 70k buy you? Well, for one, it will buy you a Porsche Boxster. No, it won't be an S, but the base Boxster walks all over the BMW- it's more balanced, has similar power and speed, and just feels better. It will also buy you a Mercedes SLK with a 3.5 liter engine, much better looks, and a more solid feel. Move downmarket, and you can get a 350Z, which will lack the cachet of the Germans, but costs 55k Canadian, and although not as agile as the BMW, is a worthy contender while being 15k cheaper.

And that's why the Z4 is overrated. It is not worth 70k in any way, shape or form. It's a competent roadster with a nice engine. There are LOTS of those out there nowadays. But very few of them cost as much as this. And it will continue to sell because of badge. But such is life.

2008 Infinti QX56 Road Test

Over the summer, I paid off my 2004 Honda Accord, and being an auto enthusiast, I was ready to trade in and trade up to something different. The Honda had been great for me, but I was very interested in the new 2007 Infiniti G35 sedan, so I requested a brochure from Infiniti's website.

Well, I decided to keep the Honda for the time being, and hopefully continue driving it for a few more years, and use the savings to buy a "fun" third car.

I hadn't given much thought, then, to Infiniti since then until I received a mailing from them offering me a test drive in the revised 2008 QX56 luxury sport utility vehicle. I'm always up for driving a new car (or truck), and especially when Infiniti offers me a $100 American Express gift card just for doing so. Today, over my lunch break, I drove to the Infiniti dealer and checked it out.

The sales staff was very courteous, and the salesman pulled around with a brand new black QX56 that just arrived off the truck overnight. It still had plastic wrap everywhere on the interior, but it really looked pretty good in black.

Exterior
The QX56 shares all of its body panels except for the front end with the more pedestrian Nissan Armada. I've never been a big fan of the QX56's style, especially the front end. The tops of the doors have an interesting arch, but the result is that they appear to have been designed for a different vehicle and shoehorned into the QX's profile. It's a HUGE truck, but seems to sit relatively low to the ground; it's almost as if it's too big for its wheels.

Interior
Infiniti has done a nice job packing its flagship SUV with all the techno goodies that luxury buyers expect: XM Satellite Radio, navigation with integrated NavTraffic, Bluetooth connectivity, intelligent key, power liftgate, power folding third row seats, and more. The center stack has been updated in the QX56 for 2008, and the changes are very welcome, as the old version was clearly one of the weakest points in the interior.

The smart key start is nice, but – same as with the 2008 Cadillac CTS, I always wish that vehicles with smart keys would then have the accompanying push button start instead of a “fake key” – in the spot where the key had been in earlier models, there is a plastic piece shaped almost like a key that must be twisted to start or stop the engine. Meanwhile, much lesser Nissan models that have clean-sheet interiors (such as the 2007 Altima) have true push button start.

Interior materials seem to be pretty good overall – the dash was mostly made of soft plastics and the door panels have stitched vinyl armrests and attractive real wood trim on all four of them. The leather on the seats was buttery soft and definitely a higher grade than Nissan products receive. Storage spaces abound - there is even a small shelf between the front seats and the center console. The third row folds flat into the floor, which is a nice feature the GM vehicles don't have, thanks to Infiniti's independent rear suspension. The QX that I drove did not have the optional DVD entertainment system, but did have an overhead console that stretched all the way to the third row. Although the extra storage is nice, it felt like extremely hollow, cheap plastic and was out of place in a $56,000 vehicle.

On the Road
The 5.6 liter, 320 horsepower engine has a nice purr at idle. Once dropped into gear, the cabin is relatively quiet. I haven’t driven a 2007 Escalade to compare the cabin noise levels between these two, but relative to our own 2005 Nissan Pathfinder, there is less wind noise and less engine noise. The engine does have a nice growl when it's given some throttle. I stomped on the gas pedal on an on-ramp, and it felt pretty good, but not quick. From a seat-of-the-pants perspective, it felt about the same as our smaller and lighter Pathfinder does with its 4.0 liter V6. The Pathfinder has less horsepower and torque, but also less weight to lug around.

The ride was comfortable and the truck felt relatively responsive, mostly thanks to the standard-for-2008 20 inch wheels. The steering had just the right amount of feedback for such a large vehicle, and didn't feel overboosted the way a 2007 Suburban LTZ does. I didn't do any panic stops, but the brakes felt fine.

Final Thoughts
During the ride, the salesman made some somewhat disparaging comments about the Escalade (most of which were incorrect):
- The body hasn't changed in 15 years (wrong - it was all new in early 2006)
- People are really flocking to the QX56 instead of the Escalade (the extended length Escalade ESV alone outsells the QX56 by 39% through August 31, and combining Escalade and Escalade ESV sales, the Cadillac has outsold the Infiniti by 175% through August 31.)

In looking at pricing of these two vehicles, the QX56 seems to be too expensive for what it is. True, the Escalade is a dressed-up Tahoe, just like the QX56 is a dressed-up Armada. But the Escalade has brand cachet, a more luxurious interior, and 83 more horsepower (403 versus 320 in the Infiniti), all for about $5,000 more (when comparing the Escalade ESV with the QX56). In the Infiniti's favor, the navigation system is more modern with a more attractive display, and the Cadillac lacks Bluetooth or a smart key.

If I was in the market for a $56,000 gas-guzzling SUV, I'd go with an Escalade. However, I'm not in that market, so I won't be going with either. Pricing out a revised 2008 V8 Pathfinder might be a different story, however!

Bob Lutz Drives New Malibu- Shockingly, Likes It

The Saturn Aura took North American Car of the Year honors last year. The Malibu is right there. Of course, that's me speaking, and I may be biased! We'll see what the media have to say. Let us know what you think… more info on the Malibu can be found at here.

More blathering by the czar right here.

So you don't say? Bob Lutz thinks the next 'Bu' is a fantastic machine. Shocking. In other news, Ferrari believes the Enzo is the best sports car in the world, and BMW thinks that the new M3 is the best all around entry level luxury sedan in the world.

People actually take this stuff seriously?

Transformers Sucked

Well, it broke all records for the week, racking up $152.6 million for the week, and $67.6 million for the weekend. It even managed to get a somewhat decent Tomatometer review over at Rotten Tomatoes, a feat I find hard to believe in retrospect, considering a)it's a Michael Bay movie and b)the movie really sucked.

Why did it suck? Well, first of all, Michael Bay needs to be strung up by his testicles on a clothesline for coming up with such shitty character models for all of the Transformers. No, I'm not some sort of old geek who wanted everything to look like the cartoon I grew up with when I was a kid. I just wanted the freaking machines to be recognizable. Apart from Optimus Prime and Bumblebee, exactly which of them was memorable? And not only that, but Bumblebee was recognizable solely because he was all yellow. The rest of the Transformers looked to be a dully grey, with healthy dollops of black, and a few touches of colour here and there. Every action sequence looked like a car accident, and not in a good way. The Transformers fanboys bitching about everything not looking like the cartoon are right- but not for the reasons they think- the cartoon worked because when you saw Optimus Prime, you KNEW it was him. When you saw Starscream or Megatron, you KNEW it was them. In the movie? They looked like big Mech Assault action pieces. Not cool.

The second reason why the movie sucked is because it was essentially the American remake of Godzilla, but with better special effects. I understand there needs to be a 'human' backstory, but the reason why there ARE Transformers fanboys in the first place is because all of them had some sort of personality. In the movie? Well, Jazz certainly tried his best to be Jar Jar Binks. And um, yeah. That was about it. Optimus Prime was spot on, but Bay managed to muff up the easiest characters in the entire movie- Megatron and Starscream- instead we got a couple of throwaway lines, and that was that.

The third reason why it sucked is that this was basically an alien invasion movie, but with some big robots. No adherence to backstory, no reason other than some convoluted 'All Spark' BS as to why everything was happening. If all the Transformers were lizards, it could have been the same thing.

The movie does get an enthusiastic 2 thumbs up for Megan Fox however.

Turning to the cars- yes, GM played a huge role here. Yes, the Camaro looked pretty boss. Will this do anything at all to increase sales? Probably not. Not unless they actually do start transforming.

Mags Ebert signing off.

MF Drives The Biggest Piece Of Crap That Ever Crapped Out A Crap

I don't want to incur the wrath of a young Ahnold and be a party pooper, but recent news of the current generation Impala selling like gangbusters needs to be tempered. By quite a bit.

Yeah sure, sales are moving along briskly- the current Impala is actuallyl gaining sales year over year- it's on pace for its best year in a long time. But after having spent a full day in an LT model this past week, my old question is- who spiked the punch?

Let me use my first automobile review cliche- the Impala is roadkill. From the outdated platform to the just barely enough but still outdated engine to the sloppy steering to the sloppy styling to the sloppy interior, there is next to nothing that one can point to with the Impala and state, 'that's class leading'. Nope. Nothing. Yeah it's big. And yeah, it rides like uses marshmallows for shocks. But honestly, that's about the only milquetoast praise I can lavish on this vehicle.

From the outside, the Impala looks like a 2 generations ago Camry put through an American to Japanese translator set to bland. Twice. The resulting shape and style can kindly be called soapish. While not ugly per se, it's viciously inoffensive and will immediately identify anyone driving it as a lover of mediocrity. The delicious irony in all of this is that Chevy fans are some of the most vocal about the blandness of Toyota, when the Chevy lineup has two of the worst offenders in the industry with the Impala and Malibu.

Inside, things only get worse. Either the Impala interior looks like the Lucerne interior or vice versa, but either way, that is definitely not a point of praise. Fit and finish is horrid- theupper dash portion squeaks, rattles and has gaps large enough that losing toddlers could become a worry. Hard plastic is found throughout the interior, and the whole thing in general gives off a mid-90's GM vibe, minus the Fisher-Price rounded instrument tackiness. Which sounds self-defeating, but actually isn't, and when you see it in person, it all makes sense.

On the plus side, the seats are hella comfortable, and the steering is light, but by no means does it ooze feedback. Speaking of comfort, the Impala will ferry you around like a king, until you turn the steering wheel. Make a turn, ANY turn, and immediately feel car sickness set in. Wallowy body motions, overboosted steering, and an itchy gas pedal all compromise any ideas of driving smoothly when the esses enter the picture. Heck, forget esses- right and left hand turns at intersections are enough to eviscerate the chassis of the Impala.

Bottom line- even though GM is selling boatloads of the Impala, it is EXACTLY the type of sale they don't need at this point in their comeback- it absolutely reeks of mid-90s crappy engineering, and it is an unpleasant reminder of what GM used to be and what GM is trying to move away from. Every Impala sold to a customer is a further reminder to said customer about how far behind GM is in the passenger car arena. Sure it's cheap and is a best seller- but so is Kraft Dinner- and pretty soon the Chinese will be here with cheaper, and then what?

Two enthusiastic thumbs and two enthusiastic toes down.

MF Drives The 2007 Lexus LS460

In the battle of "Japanese" luxury companies trying to belong to the big boy club, I can admit that I have always been on the side of Infiniti. Acura never really made anything that seemed more than a tarted up Accord to me (yes, I know, please shut up NSX lovers), and Lexus always seemed to play it safe. Oftentimes too safe for my tastes. Nothing exemplified that more than the flagship vehicles that Infiniti and Lexus gave to the public from day one. Lexus went the conservative route, aping many of the features and comforts found in the big boat Mercedes' of the day, while Infiniti took a more haphazard approach that tried to incorporate a lot of Japanese luxury elements.

The winning decision hasn't been too hard to figure out. While Lexus has gone on to become a juggernaut of a luxury brand, Infiniti floundered for 10 years before getting a shot in the arm with the G35.

Putting history to the side however, before I go off on too far of a tangent, the original Lexus LS vehicles were quite amazing vehicles- they offered luxury on par with anything that ze Germans had out there, while undercutting them on price by thousands of dollars. It was a winning formula, and one that Lexus has stuck to over the years- as the competition has tried to one up eachother in the pursuit of making the ultimate luxury/driving/handling/speed machine, Lexus has kept the LS a model of traditional luxury- RWD, supple suspension, lots of gizmos, and adequate power mixed with sedate looks. If it ain't broke, don't fix it right?

Well, consider the the LS460 an attempt to fix the unbroken.

In recent years, Lexus has taken the criticism of their lineup to heart. No soul you say? They respond with the IS350. No identity you say? They respond with the first hybrid luxury vehicles in the industry with the GS and RX. What's interesting though, is that the LS isn't really an overt reaction to criticism- it seems AND feels more like a future direction for the brand... a compass if you will.

Outside, the LS460 drops the pseudo MB facade of the previous generation for a more lithe and agile look as Lexus applies the L-Finesse philosophy to the kingpin of their lineup. To my eyes, it's right there with the A8 as the best looking range topper in the class, devoid of the boy racer appendages of the S-Class, and the ugly Bangling of the 7-Series.

One place where Lexus never needed to take a back seat to ANYONE was the interior, and in this regard, once again, Lexus does not disappoint. Rich textures and soft surfaces are everywhere inside this vehicle, and the attention to detail is astounding. Check the door panels and the beautiful stitched leather for prime examples. Lexus rejigged their center stack design a few years ago with the IS, and the LS is a close cousin of that, but much larger. And with much more in the way of goodies. Unlike the competition, there is no 'i-Drive' do-it-all interface to muck up things, so people without physics degrees should be able to navigate things easily inside the LS460. The downside to all of this is that there are a LOT of buttons inside the LS, and sometimes they are placed in not so easy to reach places. Someone out there at some point needs to find the perfect balance between the blank space of the S-Class/7-Series and the buttons in the LS- until then, all the vehicles in this segment will be hamstrung in one way or another in this regard.

Speaking of feature sets, the LS has just about anything and everything your heart could desire- the particular vehicle I drove had the works- the premium package which includes a thumping Mark Levinson sound system complete with 19 speakers, and the technology package which includes niceties such as the much ballyhooed parking system. If you want even more goodies, you can upgrade to the long wheelbase version, where essential things such as 4 zone climate control with infra-red occupant monitoring are available.

So the comfort part is nailed down. No surprises there right? What about the drive?

Well, it's a mixed bag.

If you're expecting a BMW, you're not going to get that. If you're expecting an upgraded LS430, the LS460 is the ride for you. Now from what I've heard, the long wheelbase version, which comes with the adjustable air suspension is much better (and my experience in an LS430 with the air suspension confirms the difference) but for THIS particular review, we're looking at a regular spec version LS. And the regular spec LS is a supreme bump absorber. You won't feel a thing. In the grand tradition of American luxobarges of the past, a drive in the LS460 is like riding on a cloud. What's NOT in the grand tradition of American luxobarges of the past is that the body motions are controlled and the steering remains tight with a fair amount of feedback. However, through it all, one never feels 'connected' to the road the way you would in a BMW or even the Audi A8. Detached attachment if that makes any sense- everything is communicative and responsive, but none of it to the point of becoming boisterous at any time. As far as power goes, the obvious comparison is to the previous generation- and the previous LS430 made do with a 280 HP 4.3 liter V8 that was helped quite a bit by smart gearing, but was getting long in the tooth. The current LS460 needs no such smartness. How does a 4.6 liter V8 making 380 horsepower sound? Of course, if one DOES need a touch of smartness, Lexus has gone and one-upped their competition with the first 8 speed automatic in the world as well. If you drive sedately, absolutely nothing filters into the cabin- not a peep. Dip your foot into the pedal and the auto kicks down a few notches and... well, still not much sound. What you may hear however is your head hitting the headrest. The thrust is incredible and is only magnified by the lack of sound coming from the engine bay. Rest assured, one can get to very illegal speeds very quickly with the LS460.

What does this all add up to? Easy. The best value in the segment (again) and a vehicle that if one blindly cross-shops versus ze German competition, would probably win out 8 times out of 10. It's that good. The badge boys will complain, but that's the honest truth. If you're looking for sporty, go to BMW. If you're looking for a badge, go to Mercedes. If you're looking for style, go to Audi. But if you're looking for the best combination of all three (with a definite nod towards comfort unless you get the long wheelbase model with the air suspension), plus the best quality in the industry the LS460 is the vehicle for you.

Und Ze Coal Miners Rejoiced!

Lo and behold, yet another rental experience was upon me about two weeks ago. Due to some rookie type driving issues, I managed to mangle the passenger side rear quarter panel on my own vehicle and had to bring it in for a big of body work. The gods must have been smiling on me that day, as Enterprise was kind enough to send a not so traditional rental vehicle for me- a gleaming new VW Jetta, equipped with the base 2.5 I5 engine.

First things first- the new generation Jetta is the blandest looking vehicle on the entire planet. Spend a day or two looking at the Jetta, and a passing Corolla looks like a Testarossa. Spend a day in a Jetta, and you'll come away thinking that it would be a perfect vehicle for Greg Kinnear. It didn't help that this particular model was clad in standard issue cheapo VW plastic hubcaps, and its black exterior hid a lot of the subtle creasing that dominates the design mantra of this generation. VERY subtle creasing. About the only interesting thing on the outside of the new Jetta is the new corporate face- a genetically compromised version of what Audi brought to market a few years ago. Thankfully, VW has brought out a 'City Jetta' vehicle this year in Canada, which is more or less a previous generation Jetta with a tiny engine and a tiny price- now that's a good looking car.

Move on inside, and the black theme continues. Everything is black. Everything. The shapes are pleasing to the eye, and the materials feel top notch- but damn is it dark in here. Without a moonroof, the look is slightly oppressive actually. German design at its finest. The base model Jetta comes equipped with most of the obvious standard stuff, but throws in airbags for everyone, traction control, heated seats, side mirror turn signal indicators, and ABS. This particular rental also featured a 6 speed automatic transmission with a Tiptronic feature for when you're feeling frisky. The standard radio setup is to be avoided at all costs.

It is in its driving dynamics that the Jetta earns its keep. It exhibits a characteristic German suspension feel- much stiffer than anything else out there in the segment, with a beautifully weighted steering wheel that sends back the perfect amount of feedback from the road. I would imagine that buyers used to the floaty steering and suspension of the Corolla, Cobalt et al, will no doubt feel that the Jetta is a penalty box- and on that count they'll be wrong. The ride is never jarring, just very firm. Where the Jetta falls short is in its base 2.5 litre 5 cylinder engine and 6 speed automatic combination- it sounds great and it revs happily to the redline with a swoosh reminiscent of a turbo, but there is just too much heft and too little power to motivate the Jetta properly. Exacerbating the problem is the 6 speed auto, which apparently has a ridiculously short first and second gear that necessitates a lot of unnecessary gear shifting by the auto in stop and go traffic around the city.

Overall, the Jetta is a decent little car . In the past, one could say that and also add in 'unique', but the good people at VW have decided to erase that pro by anonymizing it to the point of English cuisine. Unfortunately, this decent little car comes with a not so decent little price- starting at 25k Canadian and quickly escalating in the mid-30's, the Jetta is simply overpriced in this segment, even with some industry exclusive features like the 6 speed auto and the 5 cylinder motor, which cannot overcome the austerity and paucity of features at the base levels. A comparable Mazda 3 or Honda Civic is more than up to the task of taking on this VW. Sure, you can get all the goodies at 33k, but at 33k, you can get a well equipped Altima, Accord, Camry, Aura, etc... all of which are bigger, more powerful, and just as well engineered in many respects. Chope 3-5k off the price and we're talking- until then, the Jetta will remain in the domain of perky college girls with a 2.5 GPA and rich parents, and people without enough money to buy an Audi A3.

Blast From The Past- Mags And The Camry

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Blast From The Past- Mags And The Altima

Another older review.

***



2.5S Altima with Convenience Package.

Black on black.

CVT.

The new ride.

Americans seem to get a convoluted mix of convenience packages for the Altima- in Canada there is but one, and it's offered on the 2.5S only. The convenience package adds a host of things to the base Altima, most notably 16 inch rims, heated seats, leather wrapped steering wheel with radio controls, 8 way power drivers seat, and one touch up and down passenger window control.

I'm coming from a G6 GT. Let's see how things stack up. Oh, and I'll post some pictures tomorrow or the day after, depending on if I remember to bring my camera out with me.

The Outside
Nissan, having finally made a splash styling wise with the Altima in 2002 with the 3rd generation, decided to play it safe this time around, but with a few neat touches. The greenhouse is very familiar, as is the upward character line running along the side of the car. Notable changes are a revised front end featuring the new corporate look and headlights (some rigamarole called a T-bar grille), a new back end featuring even larger Altezza style lights, dual chrome tipped exhausts out back (for all models) and a far smoother and more integrated ass end with distinct 'hips' in the character line that pays homage to the big brother Maxima. The base 2.5 comes with blocky plastic covers, so they're inherently shitty. The convenience package adds the same rims as found on the 2.5SL model- 7 spokers that are inoffensive.

These subtle changes make an overall positive difference to the vehicle, positioning it lookswise at least, in the mold of its big bucks Infiniti cousins the G35 and the M35/M45- the car definitely looks expensive and can be mistaken for an M if you're just glancing- pictures really don't do it justice because the rear especially has got some very nice curves. The only blandish aspect to the restyle is the front end- I have no issues with the new grille, but overall it's a little too plain, and will probably be the subject of a mid-cycle refresh, much like the 2005 was to the 2002.

Fit and finish is superb all around, but the paint shows some noticeable orange peel effect around the doors- whether this is because black paint really shows such things, or it's endemic to the model I'm not sure.

Does it look better than my previous ride, the G6? I really thing they're styled too differently to make a valid comparison- where the G6 goes for a sporty pseudocoupe look, the Altima makes a styling move upmarket. Different strokes for different folks.

The Inside
Nissan was slammed hard for the interior of the Altima in 2002, and it was fully deserved. I lived with one, and I can report that it was stuffed full of cheap and hard plastics, and the switchgear moved with the fluidity of a seized bolt. The interior refresh in 2005 addressed many of the interior quality concerns, but they had to play with the hand they were dealt and couldn't exorcise all of those demons.

For 2007, Nissan has quite obviously made the interior a priority, and it shows.

Here's the quote to sum it up- the 2007 Altima has the best interior quality and finish in the class, surpassing even the Accord, my personal favorite to this point.

Much like the recently released Aura, the entire dash is composed of soft plastic that has a lot of give. Furthermore, the grain will make you do a double take to ensure it's not leather. No joke. Nissan has also disposed of the sickly orange gauges of the past and replaced them with some BS marketing gimmick called Fine Vision. They look a lot like the gauges in the Infiniti line and are very bright and clear- a welcome change to the previous style. The center stack is laid out logically and is reminiscent of the Accord, and the stereo head unit is clear and legible even in direct sunlight, even including an AUX in port for the iPod heads and MP3 CD capability.

Storage is abundant in the car, especially when compared to my previous ride. A large cubby resides underneath the center stack along with a deep armrest bin and sunglass holder. The side map pockets include cupholders and have enough room to hold more than a few scraps of paper. And speaking of cupholders- the Altima features FIVE in the front seat area alone, including what appears to be an industry exclusive- bottle cap holders.

Although the Altima measures up almost identical to the G6, it has a lot more usable room in the front, mostly due to the style of the dash. Where the G6 is a tighter fit, the Altima lets you stretch out a bit. Seat comfort is top notch and there is a TON of headroom in this car without a sunroof. Trunkwise, the Altima features a SMALLER trunk on paper than my G6, but I emptied the contents of my G6 out into the Altima when I got it, and ended up with more space left over in the Altima- how does that happen? Well it's all about usable space, even with a full sized and rimmed spare- and the Altima features a low liftover, and a nice wide and tall opening.

Cool standard feature- Intelligent Key. No need to have a key in your hand. Simply walk up, push the door button and in you go. And once inside, press the brake, push the button, and watch things light up.

Issues are few.

A weird design decision was made to cover the door armrest in cloth. It's not bad, and in fact it's comfortable, but it looks very out of place. The tilt and telescope feature of the wheel is a pain in the ass to engage and set. And the trunk would have even MORE usable space if Nissan didn't decide to stupidly use gooseneck hinges AGAIN in the Altima. Even the new Sentra has hydraulic hinges. Go figure.

The Drive
With 175 HP and 180 lbs/feet of torque on tap compared to my G6 which had a V6 rated at 200/220, I was expecting the engine of the Altima to be the weak point. What I didn't realize is that the Altima has a 300 pound weight advantage over the G6. And this evens things up almost even according tomy scientific assometer analysis. The modified QR25 engine revs willingly up to its redline and has a nice growl to it. It's a welcome change from the thrashiness of my previous ride.

A point of contention among many in the media has been the CVT. Nissan has decided to move their bread and butter car completely to 6 speed manuals and CVT transmissions. I'd driven a Caliber a couple of months back and was underwhelmed by the DCX tranny. Same with a Ford Five Hundred CVT 2 years ago. So this was my biggest worry with this car. Luckily, it would appear that not all CVT transmissions are created equally. Nissan has 'stepped' this transmission with 6 speeds, and it makes for a seamless drive. The only time you know you're driving a CVT equipped vehicle is when you mash the pedal- the car immediately goes up to about 5500 RPM and just stays there, right in the heart of the peak horsepower. At first it's disconcerting, but the push you get in the peak of the power is great...and even better, it's sustained. The CVT also comes with a manumatic function as well, which is pretty much a pain to drive with. It shifts jerkily and constantly 'corrects' you if it thinks you're in the wrong gear. The G6 was much simpler and much more fun to drive. in manumatic.

The ride of the Altima errs on the side of cushiness in 2.5S trim. It is definitely geared towards comfort, and the suspension does a commendable job of soaking up road imperfections and noise. It's interesting to note that this does not come at the expense of body control however, as it felt far more stable at speed and over wavy high speed turns than my previous car, and better even than the Accord, which incurs more of a ride penalty. All of this occurs in spite of the fact that the Altima rides piece on shit Continental tires as original equipment.

Braking has no issues and pedal feel is great.

Steering is variable power assist and is governed by speed. In a parking lot situation it is WAY too light. Finger light. Like a feather. This I don't like. At highway speeds it's too touchy. There doesn't seem to be a middle ground here. It's easy to place the nose and to toss around, but in general it feels a little too much like a video game.

And So
The only other issue I can come up with for the Altima is price. In normal trims, it is right in line with everything else out there. A decently equipped 3.5SE will set you back about 33-35k CDN, and a 2.5S with the convenience package and the CVT will run you about 28k. There's even the value proposition in the 3.5S, which is more or less a 2.5S trim level with the big engine and CVT, for 29k CDN. That's a HELL of a deal. The issue though is when you start adding the goodies- granted they are more or less exclusive type goodies in this segment, but Nissan will make you add a host of other things before you can add the tech package for example... and this can drive the prices way up, very quickly. Tick off every box on a 3.5 model and we're talking 39k CDN folks. That's G35 territory.

One last thing- I took a 3.5 out for a drive in SE trim. With the sport suspension, the ride tightens up considerably, and the vehicle feels akin to an Accord. With the 3.5, it screams.

In 2.5 guise, the Altima is an almost perfect midsize family hauler. It has handsome and upscale looks, a fantastic and spacious interior, and a powertrain that has given me 35 mpg in my first tank of fuel. With a heap of standard features, the availability of Bluetooth, navigation, dual zone climate control and a host of other goodies, it has something for everyone, and at the present moment sits atop the midsize sedan heap.

The Ranking

1)Altima
2)Accord
3)Aura
4)Camry
5)Fusion/6
6)Sonata
7)G6
8)Malibu

So there you have it.

Blast From The Past- Mags And The Aura

The first in a series of classic but still relevant Mags reviews.

***


Insert Darth Vader music here.

I copped a ride in Toronto today. Black on black with silver accents instead of the grotesque wood, AT6 and the 3.6.

The Outside

Styling is subjective. This I know. But much like anyone with half a brain can see that N'Sync was a derivative version of the Backstreet Boys, who were a derivative version of NKOTB, the Aura is a derivative of, well, everything. The ass looks like the G6, the tail lights look like the Fusion, the front looks like a mashup of the Accord and Malibu, and the side profile looks like a Sebring. All in all, it's not ugly per se, but it's definitely not pretty. More like generically fulfilling. You won't notice it, and you won't notice that you didn't notice it. It's like the Phillip Seymour Hoffman of midsize front wheel drive sedans. It's a shame really, because the concept was just a touch sharper enough that it stood out with its more distinct creasing and wheel arches. Add in generic wheels as well, and you've got something along the lines of the Lucerne rather than something that will stir your soul.

The Inside

I'll be upfront about it. The Aura has a great QUALITY interior. Soft touch materials, smooth operations, generally hefty feel to things. Dig deeper however, and a slew of parts bin atrocities and simply weird design decisions come to the forefront. The metallic trim version is definitely the one to go for if you've got any taste at all (read, aversion to swaths of fake wood). My issues dealt mainly with the center stack, which looks as though 3 different people designed it, who were all overseen by the unseen hand of a beancounter. The top portion is reminiscent of the Malibu, the middle portion with it's plug and play corporate radio is all Impala, and the bottom portion is truly the only modern part. Combined together they seem mismatched and haphazard, with the top portion angling out, the middle in, and the bottom neutral. It lends a surreal melted effect, and is simply out of place in a vehicle costing nearly 37k. On the plus side, the electro gauges are a nice upscale touch, and as I said earlier, the ergonomics are spot on... it's just that the overall execution is lacking.

Spacewise, the Aura is a tad bigger inside than the G6, with a touch more shoulder/thigh room, and a backseat that features more legroom than headroom, although with the fastback roofline of the G6 eliminated, the Aura is a tad friendlier in that respect. The trunk is vintage G6- all length, no girth, and a high liftover and small opening that makes it useless for much more than grocery bags filled with spongecake.

The Drive

Ah, the drive. Two things of note- the Aura is splendidly smooth and it's splendidly powerful. The 3.6 V6 is a willing performer up to the redline, and has more than enough oomph to scoot with the best that the competition has to offer. Matched with a smooth 6 speed auto, I felt as though I was not driving a GM vehicle. This is a good thing. People muttering about how all GM needs is a pushrod engine just simply have no idea. I'll give credit where it's due- the Aura has a powertrain combo that is finally competitive. Handling however, which is hydraulic rather than the shitforsaken electric found in G6 GTs is ponderous, with slow reactions from the suspension to sharp inputs, and a generally 'cushy' ride that can't keep up with the engine promises. It's not Buick bad mind you, but it's a step below. One can hope that the Redline version fixes this. I also noticed that the tires were quick to let their voices be heard under duress- also not indicative of a true sports sedan- there was resolute understeer at speed in corners, and with the fairly soft suspension, it would feel as though you were going to plow straight ahead if you weren't paying attention. Play with the Aura as though it's a boulevardier, and you'll be happy... but isn't this supposed to be a European import competitor?

So What?

Much like a lot of what the General offers nowadays, the Aura tries to be too many things to too many people. Plus it suffers from personality disorder. Is it a sports sedan because of the great powertrain? Is it a cruiser because of the suspension and steering? Is it a family hauler? Is it an entry level executive vehicle? It seems to take a little of every segment, without being a master of any. The powertrain, while great, is not 'better' than the ones offered by Honda/Nissan/Toyota, heck, even the G6 has the 3.6 option this year. The Camry has excelled at being a Japanese Buick for the last 15 years, and has the track record for quality. The Impala is a much better choice as a larger car if you want a sedan that has space. And finally, aspirations for being a competitor to VW and Audi are all fine and good, but sit in EITHER of those makes, and you'll scoff at the idea that this particular Saturn has a chance to gain entry into that market.

Simply put, the Aura is a half baked exercise that needed another 6 months to be fully formed. Seems to be a recurrent theme for GM. It IS the best of the Epsilon offerings, but that sadly is not enough.