New car reviews

Review: 2014 Cadillac SRX

March 4, 2014 by Tom Williams Leave a Comment

Time flies. No, really, it does. When our ’14 Black Raven Cadillac SRX rolled up to my door, I simply could not believe how long it had been since I wheeled an SRX. That would be back in 2010 (click here for my review), and I had taken the SRX for the weekend to Hartford, Connecticut, our state capital, to enjoy some culture at the Wadsworth Atheneum art museum, fine dining, and hole up at night at the Hilton to enjoy the 2010 Winter Olympics in Vancouver. Flash forward to the present, and while the keys to the SRX are handed to me, the finishing touches are being put on the 2014 Winter Olympics in Sochi. Four years passed in the blink of an eye.

So, in four years, what is new with the SRX? Actually, not that much. In 2013, the SRX received subtle revisions to the front and rear fascias. And by subtle, I mean subtle. In fact, I had to flip from one tab of the old car to the new car to try to spot the differences. Not that I am complaining. Hardly. The SRX was, and continues to be a striking luxury crossover. The modern crossover is so easily lost in the crowd, but not so with the SRX. From any angle it is distinctly Cadillac. Crisp angles set off by just the right amount of chrome conspire for a cohesive, elegant look. Observing our Black Raven test car, I was inspired to think of a classic Ralph Lauren black tuxedo complimented with a set of Gucci cufflinks. So for the naysayers out there who may carp that the SRX is hardly a fresh design, tell me when that fashion look went out of style? It hasn’t, and the SRX still looks modern and has plenty of swagger.

Inside, the SRX’s well done cabin remains intact. Everything you see and touch has a premium look and feel to it. As expected, the SRX is an exceptionally comfortable car. Our SRX would take my family from the Connecticut shore to the rolling hills of Lancaster County, Pennsylvania for an early Christmas with my wife’s family for a weekend. Fighting holiday traffic, New York, other harried holiday weekend travelers and last minute shoppers, the SRX was a quiet oasis, playing Christmas favorites on SiriusXM satellite radio. No, the SRX cannot tone down the craziness of the holidays, but it sure helps to make it all a little easier in keeping the spirit up. The SRX easily swallowed up all our luggage and Christmas gifts and then some.

In 2013, Cadillac added CUE, short for Cadillac User Experience, which is the only major departure from the SRX we tested in 2010. CUE is the epicenter of controlling the audio, climate control, navigation and other ancillary features of your SRX. In essence, Cadillac’s intent was to have you control these functions in a way similar to how you work your smartphone. You are not actually pushing a button, you are hitting a touchpad. It sounds cool, but I was left unimpressed. It took several touches to adjust things like the cabin temperature or the setting on my heated seat. Yes, it makes for a clean, uncluttered center stack instead of rows and rows of buttons, I just wish it worked in a way that was faster and more responsive. That said, we did find the new Cadillac navigation interface to be one of the best around currently.

At the time of our last look at the SRX, buyers could choose from a standard V-6, or an optional turbo V-6 sourced from Saab. Our test car had the turbo V-6, and I was content with the power, smoothness and delivery. However, that engine was only available on the top-end SRX’s, and had a very low percentage of overall SRX sales. The standard V-6 was merely adequate, but critics complained it simply did not have the juice to move the SRX with authority. Cadillac has since simplified matters in the engine room. All SRX’s come with a 3.6L V-6 rated at 308hp, mated to a six-speed automatic. Front wheel drive is standard, all-wheel drive is optional. The SRX has just the right amount of power to charge up an on-ramp and to pass with authority. The ride is comfortable and exceptionally well controlled. Once out of the traffic mess of New York, the SRX flew as the road opened up. The SRX positively shined as a stout, composed highway cruiser.

Yet, I couldn’t help thinking when Cadillac would follow its German competitors, and let their performance V-Sport guys conjure up a hotted up version of the SRX. AMG does it with Mercedes-Benz. M Sport does it with BMW. So, Cadillac, why not answer back with an SRX V-Sport?

The SRX is available in four trim levels, with the base, front wheel drive model starting at just over $37,000USD. Our test car was the top-spec Premium with all-wheel drive. Standard equipment includes 20″ polished alloys, Navigation, Bose surround sound, HD radio, SiriusXM satellite radio, heated steering wheel, heated/ventilated power front seats, heated rear seat, power adjustable pedals, remote start, wood-trimmed interior, panoramic sunroof, three-zone auto climate conrol, power liftgate, xenon headlights and LED interior ambient lighting. Our test car added optional extras such as a rear entertainment system with two screen, Blu Ray DVD, the Driver Assist Package featuring adaptive cruise control, front and rear automatic braking, and automatic collision preparation. All in, including destination charges, our SRX stickers at $56,465. Inexpensive? No, but this is the premier luxury crossover on offer from American shores. A premium automobile brimming with the latest in technological and entertainment features rightfully commands a premium price. If you still disagree, I played with BMW’s price tool. A similarly equipped BMW X5 will run over $11,000 higher than our SRX.

For all the media hoopla over the new ATS and CTS sedans, the bottom line is the SRX is Cadillac’s best selling car. And those are great cars that just came out. The SRX, which is no spring chicken, is a testament to what an excellent premium crossover it is. It has stood the test of time, and buyers continue to buy the SRX over any other Cadillac. The formula works, and I cannot fault Cadillac for not fiddling with such a successful car. The SRX rightfully stands toe to toe with the best the rest of the world has to offer. And hopefully, if another SRX arrives at my door in time for the 2018 Winter Olympics, I hope to report the same.

Filed Under: Featured Stories, In The Garage, New car reviews, Reviews Tagged With: cadillac, cadillac-srx, SRX

Review: 2014 Volvo S80

February 20, 2014 by Tom Williams 1 Comment

The Flagship. The most enviable position in any car company’s line up. It is the pinnacle of what you have to offer. The best of the best. Right? The Volvo S80 is the car that sits at the absolute top of the totem pole, yet it seems to sit there very quietly. No buzz, no ‘ooh or ahh’ factor. For a flagship car, the S80 leads what appears to be a low key existence. For 2014, Volvo gave the S80 a very mild refresh-so subtle it would take a Volvo fanatic to notice the slight exterior changes. It’s worth noting that this is actually the current S80′s second refresh. The current, second generation S80 has been around since 2006, and with a car that old, it is of little surprise it has dropped off the radar of luxury car buyers.

For such an old design, the S80 still looks great. Our test car arrived in a deep dark blue metallic that positively dripped with class and elegance. Styling is clean, and after two refreshes, looks timeless. If anything, Volvo has proven once again that a great design to start with can stand the test of time. In the luxury car class, the S80 is understated, exuding a cool Swede charm in contrast to its more brash German competitors. For some, that is the appeal of the S80; for others more intent on trying impress others, the subtle demeanor of the S80 would be a turn-off for the guy trying to fuel his ego.

Stepping inside the S80, the car does show its age against the competition. Groups of tiny buttons and a navigation system that seems hopelessly trapped in the past are clear indicators the S80 is no spring chicken. But, it is a great cabin in spite of its age. The vertical gauges flanking the tach are LCD but offer a clear nod to Volvo’s of yore, and no other manufacturer offers anything like it. I love the back lit transmission selector, and I don’t know why other car companies have not followed in Volvo’s foot steps. The seats are supremely comfortable. I appreciated the warm luster of wood accents and highly polished metal decorating the interior. But again, the S80′s age is tough to ignore. For some. Sure, I could get another car with a more up to date interior, but after spending a week with the S80, I concluded this car was so comfortable I put it on my short list of cars I could drive across the US in.

The S80 is available in two flavors. The base model is front wheel drive with a 3.2 inline six rated at 240hp. Our test car was the S80 T6, equipped with a 3.0L turbocharged inline six rated at 300hp, with all-wheel drive. Both models share a six-speed automatic. The EPA pages fuel economy at 18/25 MPG city/highway, hardly stellar figures despite being an all-wheel drive luxury car. The Volvo provided plenty of power when needed, and positively excels in cruise mode. This is not a sports sedan however-everything has been tuned to comfort and isolation. No, it’s not exciting to drive, but what it lacks in driving excitement, it makes up for in complete comfort.

A base S80 starts at a modest $39,900USD. Step up to our T6 AWD, and the starting prices is raised to a still reasonable $43,950. Standard equipment includes an eight speaker stereo with satellite radio, Bluetooth, power moonroof, leather interior, power front seats and walnut wood inlays. Our heavily optioned test car added the Platinum Package (Navigation, Premium sound, rear view camera), Climate Package (heated front and rear seats, heated steering wheel), Inscription Package (Sovereign Hide leather, ventilated front seats, leather covered dash),Technology Package (Adaptive Cruise Control, Collision Warning with full auto brake, Pedestrian/Cyclist Detection with auto brake, Distance Alert, Driver Alert, Lane Departure Warning), and active xenon headlights. All in, including destination charges, our S80 stickers at $55,765. It’s hardly inexpensive, but compared to the competition, the Volvo is priced far below similarly equipped cars.

The S80 reminds me of how Volvo once used to be. You crank out a solid, well designed car, and make modest updates over time, like the iconic 240. The Volvo of yore was never a slave to fads or fashion, and their buyers appreciated that, and repaid that mentality with a fierce loyalty. Unfortunately in today’s luxury car market, that mentality is overlooked. While the competition is grabbing headlines and the attention of the media and buyers alike, the S80 quietly soldiers on with little or no fanfare at all. And that is a shame, because Volvo has built a fundamentally excellent luxury car. Yes, she is showing her age, but the greatest compliment I can pay the S80 is that it would be the perfect cross-country cruiser.

Filed Under: Featured Stories, In The Garage, New car reviews, Reviews Tagged With: S80, volvo, Volvo S80

Review: Nissan XTerra

January 7, 2014 by Tom Williams Leave a Comment

‘Kickin’ it old school’ and ‘Keepin’ it real’ are two much abused phrases today, but in the case of the Nissan XTerra, these are absolute truths. The first XTerra saw the light of day as a 2000 model, followed by a second generation bowing in 2005, and that is essentially the same XTerra you will find at a Nissan dealer lot in 2014. So yes, change with the Xterra tends to move at a glacial pace, but you need to understand what the XTerra is about to understand why that is perfectly acceptable.

The XTerra is based off of the Nissan Frontier pick up truck, the way every car company did its SUV’s before the crossover existed. In appearance, the XTerra is upright, purposeful, and most of all, dead serious. With an imposing front fascia, knobby tires, over the top roof rack and sharply sculpted fender flares, the XTerra in stock form almost looks as if it do duty as a Dakar Rally support vehicle. Backing up that persona are roof mounted off-road lights, roof mounted air dam gear basket, rear side bumper steps and a front tow hook. From the outside, the XTerra puts the ‘U’ in Utility, and the overall look is classic SUV, looks terrific, and oozes character in a growing sea of wishy-washy crossovers. Put another way, this is not a vehicle you will spot your typical suburban housewife flitting between Starbuck’s and her mani/pedi appointment.

Climb inside, and the utility theme continues. There is nothing superfluous or fancy to be found here. No nod whatsoever to style. In fact, the XTerra’s dashboard and controls are so simple compared to its contemporaries it is almost shocking. To some, the minimalism shown here may be extreme, bordering on the austere, but pause here for a moment, and look again. Acres of unforgiving hard plastic and a lack of gimmicks all add up to an interior that is ready to be beaten up. The XTerra’s cabin was designed to be abused. Yet for as primitive the XTerra’s interior appears, all the tech features one would expect to find on a current SUV are accounted for.

All XTerra’s share the same engine, a 4.0L V-6, rated at 261hp. You can order your XTerra as a 4×2 or 4×4. Rear-wheel drive only XTerra’s are only available with a five-speed automatic. Go for the 4×4 (honestly, if you are committing to this car, why wouldn’t you?), and you have a choice of a six-speed manual or the automatic. Our 4×4 was fitted with the automatic. Acceleration was more than adequate, and no doubt offers enough grunt in difficult off-road situations. And the XTerra should shine off-road. I know, because I have driven both am XTerra and the Frontier on which it is based at IMPA’s Test Days off-road course, set up and designed by Land Rover, the benchmark of all off-roaders. Trust me, the XTerra has the chops it takes for some brutal off-roading. And it’s fun too.

That’s important to keep in mind, because around town, the XTerra, while fully capable, never lets you forget you are essentially driving a truck ready for severe off-roading. If you’re OK with that, no problem. But if you are contemplating an XTerra, knowing full well you will never subject it to anything harsher than a dirt road, you should really ask yourself if you are willing to live with the compromises an SUV with such impressive off-road capabilities comes with. And if your answer is yes, then my next question is who are you trying to impress? There are simply too many other alternatives offering the space and utility of an XTerra that are much easier to live with on a daily basis. Buying an XTerra with the intent of never taking it off-road makes as much sense as buying a Nissan GT-R and never intending to exceed the speed limit.

The XTerra is available in three trim levels: base X, S, and top-spec PRO-4X. Our test car was the PRO-4X. Standard equipment backs up the off-road ability with features such as Bilstein shocks, Hill Descent Control, Hill Start Assist and OWL rugged trail tires. Other standard features include navigation, Rockford Fosgate premium audio, SiriusXM satellite radio, iPod connectivity, Bluetooth, RearView Monitor, First Aid Kit, and multiple 12V DC outlets. Fitted with only a couple accessories, our XTerra rings in at a respectable $31,925USD, including destination charges.

The XTerra is impressive in that it has remained true to its mission since day one as a no-frills, no-nonsense, go-anywhere SUV. That type of vehicle is quickly becoming extinct. Toyota announced that 2014 will be the FJ’s last year, and that pretty much leaves the XTerra and Jeep Wrangler, not to mention stripped versions of the Toyota 4Runner as the last of their kind. Is it the SUV for everyone? No, and it was never intended to be. And to those who own XTerra’s and never ventured further than a dirt path, you owe it to yourself to find a local off-road club and discover all the fun you’ve been missing. You’ll thank me later.

Filed Under: Featured Stories, In The Garage, New car reviews, Reviews Tagged With: nissan, nissan xterra, xterra

Review: 2013 Mitsubishi Lancer SE

December 17, 2013 by Tom Williams 1 Comment

If you’re a car guy, you most likely are fascinated with the ultra-hyper Mitsubishi Lancer EVO. Lord knows I am, and even though it’s been a couple of years since I had the pleasure of driving one, I still have fond memories of carving up Connecticut’s Route 66 on a gorgeous summer’s day. It’s a given the EVO is highly desirable among gearheads and gamers. But, what about the car that beast is actually based on? The car most buyers actually buy? A regular, plain jane, Lancer. It was The Garage’s turn to find out.

The current Lancer has been around since 2008, essentially rendering it a dinosaur against its competition. Fortunately, the Lancer has been blessed with stylish, tasteful looks that defy the test of time. The slight forward leaning of the front end recalls classic BMW’s, and the slanted styling treatment of the head and tail light clusters are distinctive, and add character in an otherwise banal class of cars. The character line ripping up just shy of the door handles on the side profile is also a sporty touch. She may be the oldest design in its class, but she still looks terrific after all these years.

Time has not been so kind to the interior of the Lancer. Given the intensity of the EVO, I was willing to forgive a lot of shortcomings. With the pedestrian Lancer, not so much. It’s disappointing that Mitsubishi was able to craft such an attractive exterior, yet come up with a completely uninspiring interior. All black, all dark, and hard plastics prevail. All controls are easy to decipher and intuitive to use. At 6′ 1″, I had plenty of room and was fairly comfortable, but I’m not sure if I’d pick the Lancer for a long trip. The lack of a telescoping steering wheel was a disappointment, and the trunk size is pathetic. It’s by no means an econo-box cabin from the 1980′s, but the Lancer’s peers offer much more refinement for the same money.

The Lancer is offered with a choice of two engines. Lesser Lancers come equipped with a 2.0L four cylinder rated at 148hp, and is available with a five-speed manual or a CVT. Step up to SE or GT trim, you get a 2.4L four good for 168hp. The GT can also be had with either the manual or CVT, but our test car was an SE, which is all-wheel drive, and can only be had with the CVT. And that’s a shame. Our Lancer packs a lot of horsepower for its class, but the godawful Continuously Variable Transmission sucks the soul out of the car. Passing is slow, and all the rough engine racket that accompanies it makes for a less than pleasant driving experience. Naturally, the Lancer handles well, since she is the basis of the almighty EVO, but this drivetrain takes all the fun out of driving. If you want affordable all-wheel drive fun, Subaru offers its Impreza with a manual tranny.

The Lancer is available in DE, ES, SE and GT trims. Our test car was the all-wheel drive SE. Standard equipment includes side sill extensions, roof rack plug in roof rack accommodation, 16″ alloys, heated seats, SiriusXM satellite radio, HD radio, 6.1″ color touch screen display, rearview camera, and Bluetooth connectivity. Our test car added the Premium Package, which includes a power moonroof, 9 speaker Rockford Fosgate audio, and leather wrapped steering wheel and shift knob. All in, our Lancer has an MSRP of $22,940USD, including destination charges. For what you get, this is a fairly reasonable price.

So where does that leave us? In its favor, the Lancer SE offers all-wheel drive, great looks and desirable features at a fair price. However, the low-rent interior and tiny trunk make a tough case for a car for a small family. While boasting a powerful engine, the CVT seems to make a deliberate effort to sap all of the power. I’ve driven cars with much less power than our Lancer that felt far quicker off the line, and were much more fun to drive. Having driven the EVO, I know how good this chassis is, but with this engine and transmission, all that effort from Mitsubishi’s engineers are completely lost on this car. Swap in a six-speed automatic, you might give up a couple MPG, but in exchange the driving experience would be transformed. Upgrade the interior to modern standards, and Mitsubishi has a home-run with this car, but until that happens, I have a hard time recommending this car to potential buyers.

Filed Under: Featured Stories, In The Garage, New car reviews, Reviews Tagged With: lancer, mitsubishi, mitsubishi lancer

Review: 2013 Chrysler 200S Convertible

December 13, 2013 by Tom Williams Leave a Comment

I cannot recall the publication, but I certainly remember the article. Jeremy Clarkson, the opinionated and outspoken host of the popular BBC car show ‘Top Gear’ had flown to the US, and the rental car awaiting him was a Chrysler Sebring convertible. He reviewed it. To put it politely, he did not have anything nice to say about the car. He completely trashed it. In car journalist circles, there is a term regarding a review where you “kill a car”. With the Sebring, that’s essentially what Clarkson did. And Chrysler knew it too. Yeah, Clarkson’s biting, scathing review does not account for the fact that Chrysler was undergoing long-term neglect from its parent Cerberus.

As we all know, Chrysler was saved when Fiat came in and bought a substantial share of the Pentastar. The Sebring was a disaster of a car, but time and money constraints required immediate action, and not enough for an entirely new car. Chrysler wisely ditched the Sebring name, and for 2011 introduced the 200 sedan and convertible. Though not all new, the car did undergo a very heavy revision, aimed at addressing the sins of the outgoing car.

For as hard as the media in general has kicked the Sebring around, it was fundamentally not a bad looking car. The reborn 200 retains the basic shape of the outgoing car, but has been thoroughly refreshed and presents itself as a contemporary car. Still, the 200 has a deserved reputation as a favorite among, ahem, a slightly older demographic, as well as a favorite rental car in sunny climates. Not that there is anything wrong with that. Chrysler was well aware of that too, and wisely came out with the 200S, which takes the styling updates of the standard 200 a step further. A black finish grille, black headlight and fog light bezels with 18″ polished and painted alloys are subtle changes that worked to great effect. Our test car came finished in a gorgeous coat of Billet Silver Metallic clear coat. To sum, wherever I went, I didn’t feel like I was giving people the impression that I was driving my Dad’s car.

Inside, the 200 offers a roomy and relaxed cabin. I appreciated little details like crisp LED interior lighting, soft ambient lighting, and the analog clock. White stitching on the seats and silver trim brightened up our all-black interior. It’s easy to get comfortable in the 200. Easy to read gauges, supportive seats and fairly intuitive controls add up for a pleasant experience. Unfortunately, the 6.5″ touch screen color display controlling the audio, communication and nav looks hopelessly outdated, and is a tad clunky in some operations. Chrysler has addressed this in new models like the 300, so I see this as a problem with a solution in sight.

My Chrysler 200S would be my transportation for the annual International Motor Press Association’s two day gathering known as Test Days. On a lovely evening late September, I left my home on the Connecticut coast and headed northward for the bucolic scenery of the Catskill Mountains in New York state. With the top down, heat blowing, and heated seats on with my favorite satellite radio station on, it was time to hit the road. The 200 proved its mission as a relaxed, comfortable, yet competent cruiser. By the time I arrived in Newtown, CT, it was dark, temps dropping, and it was time to hit the interstate. I raised the top, and traveled into the night in quiet comfort. In fact, the top is so well insulated, I question why anyone would want to go with the extra weight and cost of the optional retractable hardtop.

The 200 is available in three trim levels, Touring, Limited, and S. The Touring comes standard with a 2.4L four cylinder rated at 173hp. Optional on the Touring and standard on the Limited and S is a 3.6L V-6, good for 283hp. For 2014, both engines are paired to a six-speed automatic. The V-6 sounds good under hard acceleration, and the car can hustle merging into highway traffic. My drive to the Catskills consists of curving and undulating roads, interstate travel both smooth and rough, and finally off the highway, a 15 mile blast on broad, smooth as glass and sweeping corners on my approach to my hotel. The 200 took it all in stride. This is no sports car, mind you, and it never pretends to be. What Chrysler offers is a confident budget grand tourer.

Our top=spec 200S test car starts with a base price of $32,820USD. Standard equipment includes Bluetooth, power cloth convertible top, power and heated front seats, leather seating surfaces, Boston Acoustics audio with SiriusXM satellite radio, auto climate control and remote and push button start. Our car’s only option was Chrysler’s UConnect with integrated Voice Command and Navigation. Including destination charges, total price rings in at a still respectable $34,610.

While the 200 can hardly be considered cutting edge, it does represent a remarkable value for what you get. Convertibles have a bad rap as compromised cars. You have to sacrifice something for that fun in the sun when it is warm, but not too hot, not too cold. I never got that impression during my week with the 200S. Top up or down, I was able to maintain a comfortable environment in the cabin. Top up or down, there is plenty of room in the trunk for luggage for a weekend getaway. Most modern convertible tops take up a lot of space in the boot, forcing you to keep the top up for the trip. The Chrysler’s trunk is big enough I can keep my luggage in the trunk, and keep the top down. I mean, that’s the point, isn’t it? It also bears mentioning the 200 has a usable rear seat, where real adults can sit without fear of them cursing you under their breath.

In sum, the Chrysler 200S Convertible represents a great value, slick styling, competent performance, with an unexpected level of trunk space and interior roominess not normally associated with convertibles. The lemmings may follow the gospel of Jeremy Clarkson or back off on seeing so many of these things on rental car lots, but the reality is the 200 Convertible no longer deserves all the crap that has been dished out. Chrysler fixed the flaws of the Sebring as best they could, and the car now deserves a second chance.

Filed Under: Featured Stories, In The Garage, New car reviews, Reviews Tagged With: 200, 200S, chrysler, Chrysler 200 Convertible, Chrysler 200S, Chrysler 200S Convertible

Review: 2013 Nissan Pathfinder

December 4, 2013 by Tom Williams Leave a Comment

The mid-1980′s saw the rise of the mid-size off-road capable sport utility vehicle, able to tackle rough terrain while carrying a family of four and their gear. It was a great idea. Credit the Jeep Cherokee, followed by the Toyota 4Runner, and then, in 1986, the Nissan Pathfinder. The recipe? Very simple. Take a Nissan Hardbody pickup truck, extend the wheelbase and add a permanent cab. Whammo, instant Pathfinder. Within a couple years the Pathfinder would become a four door, and added all the luxury features you could dream of. But at the heart of it, the Pathfinder was a truck, with serious off-road cred.

Then, in 2000, things got a little strange at Nissan. The Xterra made its debut. The Xterra was a modern incarnation of the original Pathfinder, which had moved upmarket. Still, I wondered why Nissan needed two seriously capable SUV’s of similar size, in addition to the full-size Armada fighting for buyers. My answer came in the form of the all-new, fourth generation Pathfinder. It is not only all new, it is a different kind of vehicle. No longer a proper SUV, the Pathfinder is now a bona fide crossover. Purists and car geeks, you have my permission to sob at the Pathfinder’s transformation. I liken it to people who consider themselves Elton John fans. On the one side, you have fans who prefer ‘Saturday Night’s Alright For Fighting’, and on the other, weepy 1990′s bland ballads. I can’t even think of a song title, they all sound the same. But, that is the case with the Pathfinder-same name, but now speaking directly to an entirely different audience.

Remember, this is a business, and Nissan wants to appeal to as many people as possible. And turning the Pathfinder into a crossover has proven an overnight sales success. Last year, Nissan sold two Pathfinders for every one XTerra. This year? The XTerra sales are flat, but Nissan now sells FIVE Pathfinders for every single Xterra. Sure, the Pathfinder traded in its mojo in order to become kid tested, and mom approved, but Nissan is laughing all the way to the bank.

The Pathfinder now rides upon a platform shared with the Altima and Murano. So, any resemblance to Pathfinders of the past are long gone. Nissan even abandoned the Pathfinder’s trademark rear door handles integrated into the door pillar. What we’re left with is a fairly attractive, unoffensive and utterly forgettable shape. If not for the Nissan grill treatment, it would be impossible for most people to identify what kind of vehicle they are looking at. Our test car, finished in a somber Dark Slate did not help matters. The Pathfinder virtually disappeared in crowded parking lots.

While the original Pathfinder’s cabin offered all the luxury and refinement of an abandoned cabin in the woods, the current Pathfinder is quite the opposite. Three rows of seating, plenty of space make for a versatile and easy to live with interior for families. Fit and finish are impeccable, quality of materials are excellent, and despite offering all the latest technology, the Pathfinder is simple and intuitive to use. However, I cannot help but think whoever at Nissan ordered this particular Pathfinder was feeling down that day. Complimenting the Dark Slate exterior was a Charcoal interior. With no sunroof, and privacy glass surrounding most of the car, the Pathfinder’s interior was, like the exterior, rather somber and serious. White stitching on the comfortable leather seats, faux wood trim and silver trim help to break up the monotony, but the overriding feeling is sitting in the dark.

The new Pathfinder is available with a 3.5L V-6, rated at 260hp, paired to a Continuously Variable Transmission. Buyers can choose either front wheel or all-wheel drive. Our test car was equipped with all-wheel drive. Acceleration from a start was a little lethargic, but then the car seemed to wake up and go. Most people agree that Nissan makes the best CVT’s in the business, and I am one of them. That said, it’s like a restaurant in your town saying they make the best liverwurst. With the Pathfinder’s engine wailing uphill, droning endlessly until quieting down, I am gritting my teeth, knowing damn well you used to be able to buy a Pathfinder with a manual transmission. But that’s me. In the real world, most people either won’t notice or care. Fuel economy figures from the EPA show 19/25 MPG City/Highway. Not bad for a an all-wheel drive car of this size. And Nissan’s argument for putting in a CVT. Around town, the Pathfinder has enough torque the motor boating effect inherent of CVT’s is a non-issue. For a seven passenger crossover, the ride is obviously geared toward comfort, and the Pathfinder proves itself to be a very smooth cruiser. Finally, our Pathfinder had a towing limit of 5,000lbs, which is pretty generous for a crossover.

The Pathfinder can be had in S, SV, SL and Platinum trim levels. Our test car was an all-wheel drive SL. Standard features included 18″ alloys, power driver and passenger front seats, front and rear heated leather seats, push button ignition, three-zone auto climate control, six speaker audio with SiriusXM satellite radio, Bluetooth, 7″ color monitor, RearView Monitor, rear sonar, power lift gate and fog lights. Adding some minor accessories like splash guards, roof rail cross bars, floor mats and the Trailer Tow Package, our Pathfinder rings in at $37,945USD, including destination charges.

As I conclude my review of the Pathfinder, it is with mixed feelings. On the one hand, I am a car guy, and I get emotional about cars. Nissan took the fabled Pathfinder name and applied it to a car that bears absolutely no resemblance to its ancestors. In other words, they sold out. On the other hand, they had no choice but to sell out. The Pathfinder as we knew it had become a dinosaur, and was becoming irrelevant. The Xterra remains for those who demand a true SUV ready tackle anything, and the Murano crossover, stylish as it is, does not offer the practicality and utility offered by the latest Pathfinder. Yes, at the expense of personality and character, the Pathfinder suffered greatly at the hands of Nissan during this transformation, but in doing so, has found itself a new and larger buyer base. And remember, Nissan is in the business of selling as many cars as they can.

As for the Pathfinder faithful who want go-anywhere capability with a luxurious interior to boot? Well, the XTerra is all business and no frills. The Toyota 4Runner Limited offers all the luxury and capability of the Pathfinders of yore, and now owns that market. Nissan, are you listening?

Filed Under: Featured Stories, In The Garage, New car reviews, New cars, Reviews Tagged With: nissan, Nissan Pathfinder, Pathfinder

Review: 2013 Scion FR-S

November 26, 2013 by Tom Williams Leave a Comment

When I was a newbie here at The Garage, I was inspired to launch a series called ‘Forgotten Sporty Cars’, celebrating inexpensive, but fun cars readily available from a plethora of manufacturers from the 1970′s, 80′s, and 90′s. The buyer’s of those cars grew up, had families, and with Generation Y facing bleak employment opportunities and an overall weak economy, the fun, affordable and economical sporty car became extinct. It turns out those cars were not exactly forgotten, as that series proved one of our most popular reads at the time, and has brought together people who share stories of memories of once owning, and still owning these cars.

Naturally, it was with great interest when news came about that Toyota and Subaru would be collaborating to build an affordable rear wheel drive sports coupe. Depending on where you are in the world, the result is the Subaru BRZ, Toyota 86, Toyota GT86, and here in North America, the Scion FR-S. The inspiration for the FR-S comes from the 1980′s Corolla GT-S, or as the aficionado know as the AE86. And the recipe is the same-four cylinders, four seater, rear wheel drive. But the FR-S is a different animal. While the AE86 offered an airy cabin with hatchback practicality, the FR-S is a small, hunkered down sport coupe with a close coupled cockpit and a miniscule trunk.

While the FR-S is certainly pleasant to look at, the appearance seems to suggest that this is what a sporty 2+2 might look like in 2013. In other words, it is a tad generic. In my week with the Scion FR-S, it did not turn heads. No one ever approached me asking questions about the car. When I have a sports car at my disposal, that is practically unheard of. Toyota mentions a low hood as an homage to its 1960′s supercar, the 2000GT, but the truth is, Toyota has been out of the sports car game for so long, it’s re-entry really needed a distinctive look, and I am just not feeling it. Yes, it’s a pretty car, it just doesn’t get my heart thumping.

The cockpit of the FR-S is simple, no-nonsense and very business-like. If you want to be coddled or dazzled with the latest high-tech fads, get out of the car. Why is this? Two reasons. One, Scion wanted to keep the costs low. Two, the buyer Scion is reaching out to hopes they will take their FR-S to autocrosses, drifting competitions, and track days. In this application, a simple, straightforward interior is an asset to the driver. A race car driver refers to the cockpit as his office, and as such, wants as little distraction as possible. And the FR-S delivers, with simple controls, a large tachometer front and center, meaty steering wheel, well placed pedals and firm, supportive front bucket seats.

In the real world, every day is not track day, not even a day blasting down our favorite back roads. In the grind of daily life, the FR-S is not for everyone. As a 40 year old standing 6’1″, climbing in and out of the low slung Scion became tiresome, especially when loading my seven year old into the FR-S’ joke of a back seat. Once in, headroom was not a problem. The seats offered loads of lateral support and do an excellent job of holding you in place, but I wondered how I would feel after driving long distances. The tiny trunk might be a challenge for a weekend get away for two. But I am not who Scion is looking for. Single guy, 25 years old, apartment, that’s who they want, and that guy is more than happy to live with the FR-S’ practical shortcomings. After all, a duffel bag and room for a case of beer is all you need for a road trip to see your college buddies.

But, the point of the FR-S is to have fun, right? the heart of the FR-S is its 2.0L DOHC 16V four rated at 200hp. Yes, the sound of a boxer four in a Scion is a little strange, but it gives the car character, and more than anything shows Subaru’s influence. A flat four exhibits a sort of nervous/aggressive persona no other engine configuration can replicate. It’s a gem of an engine, yet there are so many who seem to be, well, disappointed in the output. We live in an age, currently, that mirrors that of the height of the muscle car era. Going back to my ‘Forgotten Sporty Cars’ series, many of those beloved cars barely cracked 100hp. And people loved caning them. If 200hp is not enough, you are missing the point. The point of the Scion FR-S is to be a skilled driver who can harness the power available to the greatest effect. Smallness, lightness coupled with incredible steering and handling are the tools that will help you keep pace with a Camaro ZL1 when the road gets really twisty.

The Scion FR-S is available with either a six-speed manual, or six-speed automatic transmission. I held out, and was promised a manual, but Scion recalled that car, and what ended up at my door step was an automatic FR-S. I nearly wept. Driving the car, the superlative steering feel and quickness rivals that of BMW in their finest hour. Yes, it is that good. Handling is super tight, but the car does not punish you on average roads. But man, that automatic was the ultimate buzz kill. Most publications say a manual FR-S can hit 0-60 in the mid-six second range, while an automatic is nearly eight seconds. Yes, there are shift paddles, but during my week with the FR-S, all I could think was that I was not fully experiencing this car as its creators intended. I needed, and craved, the interaction of shifting for myself, and without that, the FR-S left me cold. I am certain I would feel different if I had a manual.

The Scion FR-S is available in one trim level only. Standard equipment on our test car included the six-speed automatic with paddle shifters, 17″ alloy wheels, chrome exhaust finishers, Torsen limited slip differential, LED taillights, eight speaker Pioneer audio with HD Radio, Bluetooth and aluminum pedals. With only a couple minor accessories, our test car rings in at $$26,166USD.

That isn’t a bad price, and compares favorably to other sporty cars, albeit much larger and heavier ones like the Hyundai Genesis Coupe, and V-6 versions of the Chevy Camaro and Ford Mustang. But none of those cars can even come close to what the FR-S is capable of. It’s easy to stuff a load of horsepower into a heavy car and make it go fast. But it takes finesse to take a smaller , lesser powered car and make it go just as fast, and therein lies the reward. It’s true, the Accord, Taurus or Camry you drive day to day will out drag a Ferrari 308, but with that in mind, surely you had a Dad, Grandpa, Uncle, neighbor, friend who had an MG, Alfa Romeo or Triumph that epitomized the philosophy that ‘less is more’. the Scion FR-S is a refreshing blast from the past, reliving the values of what made those forgotten sporty cars so good, yet is not at all retro in execution. But Scion, I beg you, next time, bring me a manual.

Filed Under: Featured Stories, In The Garage, New car reviews, New cars, Reviews Tagged With: FR-S, scion, Scion FR-S

Review: 2013 Mitsubishi Outlander Sport

November 14, 2013 by Tom Williams 1 Comment

As a car journalist, I’ve had the benefit of attending the New York Auto Show for the past few years. Obviously, I go during media days, and the car companies really show their swagger. The champagne flows freely at the Bentley booth. Premium import beer and sushi abound at Infiniti, with Sebastian Vettel’s Formula 1 race car in plain sight. New car intros are choreographed shows in themselves, with lighting, deafening techno music that without fail makes my heart beat a few ticks faster. The feeling and experience are intense, and I never grow tired of it. All of this relentless, non-stop action takes place on the main floor of the Jacob Javitt Center in New York City, an easy walk from Times Square.

And then…there is the basement of the Javitt Center. The car companies with deep pockets keep the new cars upstairs, but they will take space downstairs to display to the public the other cars they have on offer. There is no music. No food. No celebrations. No buzz. It is nearly dead silent, a dramatic contrast to the pandemonium going on up above. Instead of auto journos, photographers and auto industry execs elbowing each other, downstairs at the Javitt consists of a handful of car company reps quietly milling about. And it is here where struggling Mitsubishi holds court. It’s actually depressing. It’s akin to attending one of the biggest bashes of the year, but opting instead to just hang out in the mud room and let everyone else have a grand time.

Which brings us to our test car, a 2013 Mitsubishi Outlander Sport, or in Canada, better known as the RVR. The Garage is no stranger to this car, having tested one when it debuted as a 2011. We walked away less than thrilled, but two years later, it was time to revisit and see if any improvement were made. Since we last reviewed the Outlander Sport, Mitsubishi added additional sound insulation, recalibrated the continuously variable transmission for better response and acceleration, updated the styling front and back, kicked in improved stereo speakers, and finally, some chassis and steering improvements.

The Outlander Sport’s strongest suit is the sheetmetal it is wrapped in. Of all the compact crossovers out there, I would argue the Outlander Sport is one of the best looking out there. It is sporty and distinctive. Our test car was finished in an utterly luxurious Mercury Grey offset by 18″ chrome alloys. I normally detest chrome wheels, but in this application, Mitsubishi opted for a sort of near matte chrome finish, and the look is classy, not crass. Pronounced fender flares, creased hood and forward leaning front fascia lend an all-business, no nonsense look to the Outlander Sport. In a sea of me-too crossovers that have the character and personality of a bowl of oatmeal, the Outlander Sport is a refreshing alternative.

Inside, however, things are not quite as exciting. To be fair, controls are easy to use, and fairly intuitive. But the interior design is rather uninspiring. Black plastic is the main theme here, and it comes off as hard and cheap. The light tan perforated leather seats helped to lighten the mood, but given the daily abuse families subject their cars to, I imagine it will be a struggle to keep such light colored seating surfaces looking clean.

Our Outlander Sport served as our transport to Citi Field in New York City to watch the New York Mets play the Philadelphia Phillies. And this is where the Outlander Sport went all wrong. Before I even left the driveway, the car’s GPS would not recognize the address of Citi Field, one of the most beautiful major League Baseball parks in America. So I entered just the street name, which got us completely lost. The GPS was hopelessly slow in responding to changes, and kept changing its mind on a whim. We finally just whipped out our Android to get to the park. So instead of enjoying a hot dog at the Shake Shack, I was arguing with the Mitsu’s GPS, nevermind the growing frustration of my passengers. Slightly cramped quarters in the back seat and surprisingly limited cargo capacity did not help.

All Outlander Sports get their motivation from a 2.0L four rated at 148hp. A five speed manual is available on the front wheel drive base model only. All other models are equipped with a CVT, which is a real killjoy and really makes me question why Mitsubishi had the nerve to even suggest ‘Sport’ in the name of this car. The Outlander Sport is lethargic in spite of its small size. There is nothing at all sporty about it handling, braking, or steering. In the madness of I-95 from Connecticut to New York, the Outlander Sport was slow when I needed good passing power. The whole car just felt sloppy. To make matters worse, there was a disturbing squeaking sound coming from the rear suspension once I was at highway speed. So much so I pulled over twice to inspect it. With only 3,000 miles on the clock, I honestly had doubts the car would get us home. Thankfully, it did, but suffice it say, this driver and passengers were just glad to be out of the car.

Our test car was the top-spec LE with all-wheel drive. Standard price for this car is $24,895USD. Standard equipment includes the 18″ alloys, aluminum pedals, power driver’s seat, paddle shifters, stop/start engine switch, auto climate control, heated front seats, and SiriusXM satellite radio. Our heavily equipped test car added the LE Premium Package featuring a panoramic glass roof with LED lighting, a nine speaker Rockford Fosgate audio system, auto dimming rear view mirror and a back up camera. Heaping on Navigation, leather interior and destination charges, total MSRP rings in at $30,915. Mitsubishi has a lot of nerve to charge thirty grand for a car with such an anemic engine, cheap interior and lackluster handling.

And that is why I am so frustrated. A crossover that looks this good deserves better. The small crossover market is white hot in terms of sales, but barely simmering in terms of excitement. The Outlander Sport looks the part, but cannot deliver the goods its wrapper suggests. If you want some sport in your compact CUV, the Mazda CX-5 is the benchmark, and it is with deep regret that the Mitsubishi Outlander Sport does not even come close. And that is why Mitsubishi spent the New York Auto Show in the basement last year.

Filed Under: Featured Stories, New car reviews, Reviews Tagged With: mitsubishi, Mitsubishi Outlander Sport, Outlander Sport

Review: 2013 Nissan Sentra

October 23, 2013 by Tom Williams 1 Comment

Wow, for a moment I thought Nissan forgot they built a Sentra. The last Sentra hung around for a staggering six years, which is virtually unheard of in the hotly contested compact car market. The outgoing car, with its Lego-like styling and crude interior was hopelessly outdated. So, it was with great relief Nissan finally put the old girl out of its misery and delivered a completely redesigned Sentra. The car deserves that much, as it basically carried Nissan through the 1980′s alongside the completely forgettable Stanza.

To say that Nissan has taken the Sentra’s styling in a new direction does not even come close. The upright, tight edges of the outgoing car are gone, and will not be missed. Instead, we have a car with flowing, organic curves, not a harsh edge to be found. Our test car, fitted with attractive 17″ alloys and finished in Amethyst Gray and a ‘just right’ amount of chrome trim give the Sentra an upscale air that belies its price. Nissan aired a TV commercial where a junior executive is mistaken for someone far more important in a similar Sentra, and after seeing the car in person, I can believe it. No, it does not stand out, nor will it turn heads, but for the price of admission, you simply will not find another car that exudes this level of class and sophistication.

The austere cabin of the 2012 Nissan Sentra The Garage tested is also a distant memory. Nissan carried the Junior Executive theme inside, with features available only on high-end luxury cars ten years ago present and accounted for, and then some. Leather, and a pleasing mix of silver trim, chrome, and wood tone trim conspire to provide one of the most opulent cabins in its class. The contrasting beige and grey dashboard also add to the sense this is no ordinary compact. The quality of materials, fit and finish are excellent. Our feature-laden Sentra had easy to read gauges, and intuitive controls. As opulent our Sentra was, even more impressive was the amount of interior room. Front and rear, passengers had a surprising amount of room. The Sentra also boasts an enormous trunk.

In the engine room, all Sentras share the same engine, in this case a 1.8L four rated at 130hp, which is actually down on power from last year’s car. While that sounds like a step backward, it is Nissan’s attempt to bring the Sentra closer in line with the competition’s fuel economy ratings. In this case, the EPA rates the Sentra at a frugal 30/39 MPG city/highway. The base model Sentra can be had with a six-speed manual transmission, but all other models come standard with a Continuously Variable Transmission, a hallmark of Nissan passenger cars. Nissan makes the best in the business, but the mission of the CVT is to deliver optimum fuel economy, not driving pleasure. The new Sentra is no exception. Around town, the car gets around fine, but on highway on ramps, acceleration is lazy, and under full throttle, the inevitable motor boating effect is present. As elegant as the exterior and interior design are, under full throttle the Sentra is not. The ride is comfortable, and at cruising speeds, the Sentra is quiet and composed. The Sentra makes no promises of being a fun or engaging car to drive, just an easy car to live with. Driving enthusiasts, look elsewhere.

The Sentra is available in several trim levels to suit taste and budget. Our test car was the top-spec SL, with a starting price of $$19,760USD. For that, standard equipment includes dual zone auto climate control, push button start, six speaker audio with SiriusXM satellite radio, Bluetooth, LED tail lamps, LED headlight accents, LED lighting on side mirrors and fog lights. Our test car added the Premium Package, which includes a power moonroof, auto dimming rearview mirror and an eight speaker Bose audio system. The Navigation Package adds, well, Navigation with NavWeather and NavTraffic, a rearview camera, and hands-free text messaging assistant. Finally, the Leather package adds, um, leather seats, front heated seats, and oddly, rear disc brakes. Including destination, our Sentra rings in at a very respectable $23,655.

Will it set your heart afire? No. That’s the job of the Sentra SE-R, and we are waiting to see if such a car will return. Long neglected by Nissan, the Sentra is back, and this is easily the best looking one yet, with a slick interior to match. In terms of style, comfort and features, the Sentra is tough to beat. Add an exceptionally roomy cabin and generous trunk space, and you have a winner. Most buyers won’t care that it is a bit on the slow side, or a bit soft in cornering. Nissan knows its buyer, and on that front has exceeded all expectations. It is simply the best Sentra of all time.

Filed Under: Featured Stories, In The Garage, New car reviews, New cars, Reviews Tagged With: nissan, nissan sentra, sentra

Review: 2013 Volvo XC60

October 4, 2013 by Tom Williams 1 Comment

Quick! Flash back to the last time you parked at the mall by a high-end department store. What did you see? Lexus RX’s, BMW X3, X5′s. Maybe an Audi Q5 or Mercedes GLK. Without a doubt, the market for premium compact CUV’s has a plethora of options, yet the Volvo XC60 is rarely discussed. Why is this? For one, and I blame Volvo, they simply are not promoting or marketing the car. If you don’t raise product awareness that this car exists, you are not going to get much showroom traffic. The Lexus RX reigns supreme in this segment, and through no fault of their own, it appears image conscious McMansion inhabitants feel better about themselves if they can brag about buying a Lexus than a Volvo.

And that is a shame, because the Volvo XC60 is a fine car that seriously deserves some recognition that car buyers and news media have not been giving. The XC60 is certainly a handsome, even classy CUV, but like any other crossover, it won’t turn heads. Cool and understated, our Volvo wears its Swedish design philosophy proudly. If bling is your thing, this may not be the car for you, but our test car’s optional 19″ wheels were a nice touch.

Let’s face it though-if you’re buying a crossover, you want utility and comfort, so the interior matters. Again, simple, clean elegant design prevails, but the quality of materials were exceptional. Leather, aluminum, soft touch plastics, every tactile feature of the XC60 reeked of excellent quality and workmanship. Volvo has a well earned reputation for constructing exceptionally comfortable seats. Coming from someone who drives a different new car every week, I can honestly say the XC60 has some of the best seats in the business. You actually feel better once you climb into the car. The gauges are clear and easy to read, and most controls are simple enough to understand. While the overall architecture of the interior is gorgeous to touch and look at, a huge grouping of tiny, small and largely inconsequential buttons clutter the center console, which unfortunately ages the otherwise gorgeous interior by about ten years. And while packed with the latest tech features, the navigation/entertainment systems also feel, well, old in comparison to the competition. It’s sort of like whipping out a flip phone at a party when all your friends have Androids and iPhones . Yes, it works, but is it cool?

Volvo XC60 buyers have three engine choices to suit their needs. The base model is equipped with a 3.2L inline six rated at 240hp, with the option of front or all-wheel drive. Our test car was the mid-level T6, which is powered by a 3.0L turbocharged inline six rated at 300hp, and all-wheel drive is standard. At the top of the food chain is the T6 R-Design, which has the same engine but is tuned to 325hp. Our XC60 T6 has EPA fuel economy figures of 17/23 MPG city/highway. Interestingly, Volvo claims the more powerful R-Design will return the same numbers. However, few people in this market are looking for sports car like acceleration, and I found the turbocharged six to have plenty of power. Even with the optional 19″ alloys the Volvo was very comfortable to drive. If Volvo’s mission was to deliver a comfortable, easy to live with CUV, they succeeded. Though not offered in North America, European buyers have the option of a diesel engine, and even the choice of a manual transmission. I know, it hurts me too.

Our Volvo XC60 T6 has a base MSRP of $40, 450USD. As you’d expect, Volvo has thrown in numerous safety features, and boasts a five star rating from IIHS, the best rating you can get. Standard features include a leather interior, 7″ color screen, panoramic sunroof, power seats with memory, push button start, dual zone auto climate control, and Bluetooth. Our test car had the optional Platinum Package, which added navigation, rear park assist, rear view camera, power liftgate and active xenon headlights, the Climate Package which includes heated heated front and rear seats, and heated windshield wiper nozzles. Special paint, optional 19″ alloys and destination charges bring the tally to $46,146. In the premium crossover market, this actually represent a pretty decent value.

The Volvo XC60 is a perfectly competent vehicle for families seeking a premium crossover, and until the V60 wagon arrives, is the true iteration of the Volvo wagon Americans have embraced for decades. Flashy? No. Pretentious? No. But that’s not what Volvo has ever been about. Quietly producing vehicles that offer unprecedented safety, quality, and comfort are the hallmarks of Volvo, and in that respect, Volvo has succeeded with the XC60.

Filed Under: Featured Stories, In The Garage, New car reviews, Reviews Tagged With: volvo, XC60 Volvo XC60