It’s a party in a box!

2008 Scion xB

Scion xB Preview – 2007 Chicago Auto Show: You’re reading this and thinking that the Scion xB is the coolest car on the road – or maybe you think it’s the import equivalent of a Pontiac Aztek. Either way, you’re destined to continue dancing a love/hate tango with the newly minted 2008 Scion xB. It’s simply more box to love, with more room inside, more power and a trendier style. Based on the Scion t2B Concept, the xB proves that Scion is really like most other automakers: more is better, and that means that you’re really just like everyone else, too, just a little bigger, closer to middle age and more like your parents than you thought. But that’s okay. You don’t get asked for your ID anymore because you’re so much more mature, right?

Why it Matters

The xB really is the center of the Scion universe. Consider: the outgoing xA was really just an econobox that could’ve been sold as a Toyota – and probably more effectively. The successful Scion tC is such a strong and fun value that it would also be a hit with a Toyota badge affixed to its snout, or any other mainstream brand for that matter. The xB, however, is different. Too odd to be mainstream yet mainstream enough to be incredibly useful, the xB immediately appealed to a unique collection of car buyers who were attracted to something different than the standard SUV – yet with all of the practicality. The new model continues on this path, and should be just as successful as the first-generation xB it replaces.

What’s Under the Hood

For those of you who grind your teeth and count when you goose the throttle of the current xB, good news! The 2008 Scion xB offers 55 more horsepower, thanks to a 2.4-liter four-cylinder engine – the same engine found under the hood of the tC. The engine, which makes 158 horsepower at 6,000 rpm and 162 lb.-ft. of torque at 4,000 rpm, should inject some needed performance into the box via either a five-speed manual or four-speed automatic transmission. Toyota claims that the four-speed will offer sequential shifting, a first for Toyota. Ride and handling have also been improved, mainly due to the larger dimensions: the xB is four inches wider and a foot longer, riding on 16-inch standard wheels. Suspension-wise, the xB has an independent MacPherson front and a torsion beam rear set up.

What it Looks Like

It’s amazing how similar the 2008 Scion xB looks to the Scion t2B concept debuted at the 2005 New York International Auto Show. From the thick C-pillar to the wraparound headlights, high beltline, inset tail lamps and softened lines, the xB is trendy, futuristic and aggressive. At the press conference in Chicago, Scion officials showcased a Scion xB that had been lowered by two inches, shod with larger wheels and wearing a body kit. The result? One cool box, though the accessories weren’t necessary: the xB looks like it can carry the style quite fine as a stock model.

© 2007 Autobytel Inc. All rights reserved.

Did someone say, show me the money?

2008 Lexus LX 570

Lexus LX 570 — 2008 Preview: It’s not easy being wealthy. People are always buggin’ for cash, and there are so many choices to be made, like what type of leather to order inside your car, where to buy that summer home or what kind of caviar to serve. It’s confusing, irritating and inconvenient. Rest assured, we can’t relate – but Lexus can, and does, with the all-new and vastly improved 2008 Lexus LX 570. It’s bigger, more powerful, more luxurious and more able to go off road. In essence, it’s more of everything rich people like, which makes living the luxury life just so much more confusing. If only the LX came with a little butler who made all the hard choices for its customers, now that would really be something…

What’s Under the Hood

The 2008 LX 570 boasts a 5.7-liter V8 engine and a six-speed automatic transmission that makes more than 100 horsepower and almost 100 more lb.-ft. of torque at a lower rev range than the previous LX. That has happy benefits all the way around, from towing (6,500 pounds to 8,500 pounds) to off-road performance and overall performance. That’s just the start: The new LX has a thoroughly improved suspension that includes ride height control and a “multi-terrain ABS braking system that reacts to emergency stops on gravel or sand. There’s also a new “Crawl Control” for off roaders, and a new blind corner monitor feature that reveals previously blind road areas to drivers.

What’s Inside

Though the wheelbase stays the same, engineers waved their golden wands and created more room: four inches in length, says Lexus, plus an inch at the top. We didn’t sit inside, but can imagine that such gains help third-row occupants most of all. In typical fashion, you should find this Lexus of Lexi to be quiet and thoughtfully designed, with plenty of cupholders, Lexus Link and other features such as a 19-speaker (yes, 19) Mark Levinson Audio system with surround sound, a hard disc that holds up to 2,000 songs, and a rear entertainment system with a 9-inch screen. Optional packages include analine leather, a Smart Key card and “Bubinga” wood trim – the kind of wood they make instruments out of. It ain’t Pine #3.

What Lexus Says

“The all-new LX 570 is packed with the luxury appointments and seamless technology our buyers expect of a Lexus vehicle,” said Bob Carter, Lexus Division group vice president and general manager. “Equally important, the new LX 570 sets a high-water mark for Lexus by providing the amount of interior space, comfort, luxury, and ride quality our customers demand.”

What We Think

Sit back for a moment and consider how far Lexus has come in a relatively short time. From thinly rebadged Toyotas to ultimate luxury machines like the LX 570, if you’re into a quiet ride wrapped in some of the finest materials available, program your local Lexus dealer into your navigation system today and plan to make a visit later this year, when the 2008 Lexus LX 570 arrives.

by Brian Chee
Photo Credit: Lexus, Brian Chee

© 2007 Autobytel Inc. All rights reserved.

Clear! Toyota runs some juice through its mainstream sedan for added MPGs

Introduction

2007 Toyota Camry Hybrid

Toyota Camry Hybrid – 2007 Review: At some point, most everything gets discounted, the regular retail price slashed and likely noted with oversized red numerals and exclamation marks. In early spring, there are sales to clear out excess snow shovels and discounts on lawn furniture to get a head start on the upcoming summer season, which itself follows with selling bonanzas showcasing air conditioners and swimming apparel, or maybe 2-for-1 tickets to the local amusement park. Fall and winter see sales on school necessities and red-tag clearances on anything related to summer.

Through it all, car manufacturers and dealers are offering every incentive under the sun to move the metal, an exercise that is becoming increasingly difficult because of one commodity’s unwillingness to decrease in price more than a few pennies every now and again. Gasoline never goes on sale, much to the disdain of SUV, truck, and large sedan-selling dealers everywhere. Unless, of course, they operate under a Toyota sign, which means that sitting next to the V8-powered, four-wheel-drive Tundra pickup is a 2007 Camry Hybrid, a midsize sedan that gets an EPA-estimated 40 mpg in the city, and at just under $31,000 fully loaded, could be considered a bargain even at its retail price.

Power for the 192-horsepower 2007 Toyota Camry Hybrid comes from the company’s Hybrid Synergy Drive, the same gas/electric system used in the Prius and Highlander Hybrid SUV. In the Camry version, that includes a 2.4-liter, dual overhead cam, 16-valve four-cylinder engine with variable valve timing. Engine output measures 147 horsepower at 6,000 rpm and 138 lb.-ft. of torque at 4,400 rpm, with the hybrid’s electric motor tacking on about 45 horsepower and 199 lb.-ft. of torque available from 0-1,500 rpm. The hybrid system draws power from a 244.8-volt NiMH (Nickel-Metal Hydride) battery to supplement the gasoline engine and captures braking energy to recharge the battery during deceleration (also known as regenerative braking). Together with an efficient continuously variable automatic transmission delivering power to the front wheels, the SULEV (Super Low Emissions Vehicle) 2007 Toyota Camry Hybrid earns EPA ratings of 40 mpg city and 38 mpg highway, compared to 24/33 for a four-cylinder, gas-powered Camry with a traditional five-speed automatic tranny. We recorded 33.8 mpg over the span of one week, with a slight nod to time spent on the highway.

Aside from the hybrid-related technology, this Camry is similar to the rest of the model lineup. Though it weighs about 350 pounds more than a comparable gas-only version, the same front MacPherson strut and rear multi-link suspension controls the ride, with a variable-assist rack-and-pinion steering setup charged with maintaining the intended direction. Bringing 16-inch alloy wheels and 215/60 Bridgestone Potenza tires to a controlled stop are four-wheel antilock disc brakes supported by electronic brake-force distribution and electronic brake assistance systems, as well as Toyota’s Vehicle Dynamics Integrated Management (VDIM) stability control program.

In terms of features that the buyer can actually see and touch, the 2007 Toyota Camry Hybrid comes very well equipped for $26,480, including a $580 destination charge. Standard on the one and only available trim are items such as a driver’s knee airbag, front-side airbags, side-curtain airbags, keyless ignition, a power-adjustable driver’s seat, Bluetooth connectivity, electroluminescent gauges, and a 440-watt JBL sound system with a six-disc CD changer capable of playing MP3s and WMAs. That’s not to mention the dual-zone climate control system; a tilt and telescoping leather-wrapped steering wheel with controls for the radio, climate system, and phone (if equipped); a trip computer; a tire pressure monitor; and the handy utility of a split-folding rear bench seat.

However, should the Joneses already have the standard Camry Hybrid, you could always go for an example like our $30,667 test car. Besides the $580 destination charge, that price included $1,300 for leather upholstery, $1,200 for a DVD navigation system, $940 for a power sunroof, $470 for a Convenience Package (heated front seats and heated mirrors), and $277 for a Preferred Equipment Package, which amounted to a set of carpeted floor mats, a rear bumper appliqu to prevent scratching, and a first aid kit. Since that amounts to the options list in its entirety, one can quickly deduce that a fully-loaded 2007 Toyota Camry Hybrid will run $30,667. Minus any “special” dealer fees.

Of the things GM is doing right, the G6 Convertible isn’t one of them

Introduction

2007 Pontiac G6 Convertible

Pontiac G6 Convertible – 2007 First Drive: NORTH HOLLYWOOD, Calif. – Marketing may be the great plague of the 21st century. Everything you look at, from the Red Cross to the Holy Cross, depends on some sort of advertising to increase sales, enrollment, or as the case may be, blood donations. Just this past weekend, an especially sunny and warm one for the Memorial Day holiday, marketers were doing their evil deeds – skywriting planes butchered the brilliant blue backdrop over my city by spelling out the name of a website. Pretty soon they’ll figure out how to penetrate eyelids, literally leaving us without escape from the barrage of persuasive, subliminal messages and images.

OK, that’s feeding a bit too much from the paranoid spoon, but it’s true that marketing has its fingers in mostives, the unofficial unveiling of the V8-powered 2008 Buick LaCrosse Super, discussion about the upcoming Pontiac G5 coupe, and a test drive in the 2007 Pontiac G6 Convertible. It was the promise of a spin under the G6’s new retractable hard top that led us to spend two hours fighting traffic to reach the studio in North Hollywood.

That’s where we heard about GM’s devotion to Pontiac, one leg of a newly-created so-called brand channel, the result of which will be an increasing number of Pontiac, Buick, and GMC dealerships co-existing under one roof. In this scenario, GMC’s got trucks covered, Buick’s all over the elegant premium vehicles, and Pontiac will offer “seductive performance.” Hence, the G6 coupe, sedan, and now, hardtop convertible. When the entry-level G5 coupe is added later this year, company executives suggest these dealerships will have most anything buyers want, from inexpensive cars to heavy-duty trucks and luxurious SUVs (of course, buyers shopping on one of America’s many Boulevards of Cars could walk 100 feet north to the Toyota dealer or 100 feet south to the Ford dealer and get the same variety, but that’s beside the point).

That’s the hype part. The reality part is that at least one of the three props holding up this brand channel isn’t what GM’s marketing folks would have you believe. The Pontiac G6, while perfectly fine in many respects, is not a performance car. Not in terms of its powertrain or its handling. True, a new engine pushing about 250 horsepower is coming, but a quick look around in the G6’s segment unearths several competing models with equal or greater power, and few trying to paint themselves as performance machines. To be worthy of such a description, a car needs not only a lively powertrain, but responsive steering and tightly controlled handling. The G6 lacks all of these traits.

Ah, but it has a retractable top, making it the least expensive hardtop convertible on the market. Well, that’s what Pontiac thought before it was announced that the 2007 Volkswagen Eos will start about $500 less. Maybe putting all of the time and energy that went into making the hardtop work properly would’ve been better spent developing a powertrain and handling package befitting a performance car. Company executives admit that there’s much work left to do, but suggest that progress is being made. After driving the G6 convertible, we’d say Pontiac needs to pick up the pace.

© 2007 Autobytel Inc. All rights reserved.

A shift in expectations of what an entry-level car can be

Introduction

2007 Nissan Versa

Nissan Versa — 2007 First Drive: Over the past few years, consumers have become more interested in vehicle affordability and efficiency. High gas prices, escalating unrest in the Middle East, and a hurricane-damaged domestic infrastructure are a few of the issues prompting many to shop in the entry-level segment. Other concerns include consumer debt reaching an all-time high, stagnant wage growth, and increasing evidence of global warming whether it’s caused by man-made activities or not. Combined, these realities are puncturing American ideals about how to live life, and small cars are back in vogue.

Times have changed, however. Whereas not so long ago buying cheap and small meant you got cheap and small, today it doesn’t necessarily mean either. Former entry-level cars such as the Honda Civic, Nissan Sentra and Toyota Corolla have grown in size, and no longer truly represent the compact class. Plus, performance-tuned models of each have also been developed, and, while geared for the small-budgeted enthusiast, these models sacrifice economy for horsepower. These developments have pushed entry-level price tags to all-time highs, leaving few models in the under-$15,000 class to choose from.

Fortunately though, Honda, Nissan, and Toyota aren’t neglecting the demand for entry-level compacts, which currently represents nearly 2 million units, or 11 percent of total U.S. vehicle sales. For 2007, the Honda Fit, Nissan Versa, and Toyota Yaris are poised to capture a significant chunk of buyers looking to go small. Among this new crop of compacts, the all-new 2007 Nissan Versa is worth a closer look, and you can check it out for yourself in five-door hatchback form this July, and in four-door sedan configuration in January of 2007. Nissan describes the Versa as a “plus-sized model at the upper end of the subcompact class,” but it clearly has the interior volume that you would expect in a larger vehicle.

Exact pricing has not been announced, although Nissan marketers report the Versa lineup will start at $12,000 excluding destination, likely as a sedan with the base manual transmission. With EPA fuel economy ratings up to 30 mpg city and 36 mpg highway, the attractively-designed Versa delivers solid power with class-leading horsepower and torque ratings, a choice between three transmissions, comfortable accommodations with best-in-class interior space, and high-quality execution in a package that is both affordable and efficient.

The 2007 Nissan Versa arrives amid a flood of new entry-level cars from a wide range of competitors. Although impressive, prices at $12,000 will not leave the new Versa unchallenged in the market: credible alternatives include the Honda Fit, Ford Focus ZX5, Kia Rio5, and Toyota Yaris. Nevertheless, Nissan expects the five-passenger Versa to deliver strong sales as 16 to 20 million Echo Boomers (the off-spring of Baby Boomers) reach driving age between now and 2010, but also forecasts that this segment will broaden its appeal to a wider range of buyers. We expect that the Versa’s size, power, price, fuel economy, quality and long list of standard amenities including side-impact and side curtain airbags will bring a host of customers who will find that buying small can reap big rewards.

© 2007 Autobytel Inc. All rights reserved.

Does this new compact SUV point toward a new direction for the venerable Jeep brand?

Introduction

2007 Jeep Compass

Jeep Compass – 2007 First Drive: Since the beginning, the word Jeep has stood for just one thing: Rugged, go anywhere off-road capability. But with the introduction of its new Compass sport-utility vehicle, the folks at Jeep are trying to stretch that definition in an attempt to appeal to a broader range of American car buyers.

In fact, you might think of the compact Compass – which is built on the same all-new underpinnings as the recently introduced Dodge Caliber – as a kinder, gentler Jeep. In place of the “Trail Rated” badges that proclaim the off-road capability of other Jeep models, the Compass sports more sophisticated lines and an available all-wheel-drive system that’s probably better suited to the ways in which most SUV owners typically use their vehicles.

While we question the decision to dilute the Jeep brand’s long-established gonna-get-through-come-hell-or-high-water position in the minds of car buyers – a clearly focused brand identity is, after all, the most valuable asset any company can have – we’re here to tell you the 2007 Jeep Compass is still an appealing little trucklet in many ways.

Model Mix

As the Jeep brand’s attempt to target first-time new car buyers, the 2007 Compass is designed to be affordable, without scrimping on important standard features. To that end, the first of the two available trim levels – the front-wheel drive Compass Sport – starts at just $15,985, including a $560 destination charge. For that money you get a fairly well-equipped small SUV with 17-inch painted alloy wheels, front fog lights, variable intermittent wipers, rear window defroster and wiper/washer, outside temperature display, 60/40 split-folding rear seatbacks, and a stereo with four speakers, a CD player, and an auxiliary input jack for connecting an iPod or other MP3 player. Adding all-wheel drive bumps the Sport’s starting price up to $17,985. While those base prices mean having to settle for such quaint features as crank windows and manually-adjustable mirrors, you can outfit the front-wheel drive Sport with most of the amenities we expect in modern cars and still keep the price under the $20,000 mark.

The top-of-the-line Limited gets more of the good stuff standard including 18-inch alloy wheels, air conditioning, tinted glass, leather upholstery, heated front seats, reclining rear seat backs, power windows, power door locks, power mirrors, keyless entry, a universal garage door opener, cruise control, an auto-dimming rearview mirror, and floor mats. Prices start at $20,140 for the two-wheel drive Limited and $21,740 for the all-wheel drive version.

Available options include 18-inch chrome alloy wheels, a continuously-variable automatic transmission (CVT), a power sunroof, an alarm system, Sirius satellite radio, and a premium Boston Acoustics audio system with nine speakers including a pair that flip down and out from the raised rear liftgate to allow you to share your Chamillionaire CDs with a sure-to-be appreciative world. Load it up with all the goodies and a Compass Limited model with all-wheel drive tops out at about $23,500.

© 2007 Autobytel Inc. All rights reserved.

Now more people can enjoy more performance and better looks

Introduction

2007 BMW X5

BMW X5 – 2007 First Drive: Spartanburg, SC – Just this week I read a magazine article that discussed the seemingly hypocritical nature of some hybrid owners – you know, the kind that extol the virtues of gas/electric power and blaspheme the petrol-swilling large SUV. Among the interviewees was a gentleman who owned a Toyota Prius for his long daily commute, taking advantage of that car’s 45 mpg and admittance to his state’s commuter lane, yet at home in his garage was another vehicle – a BMW X5. Was he afflicted with multiple personality disorder, with one side dreaming of trees and the other standing front row at pro-Cheney rallies? No. He was simply enjoying all the automotive world had to offer. During the week, he saved time and money with his hybrid, and on the weekend he had some high-powered fun for tackling foul-weather road trips, luxuriously transporting passengers, or making a run to the home improvement warehouse. And for 2007, the BMW X5 has added style, added features, and room for up to seven riders.

Just don’t call it an SUV. No, it’s an SAV, or Sports Activity Vehicle, a leader in its segment that’s built right here in the U.S. Since making its debut seven years ago, BMW has gone on to sell nearly 600,000 of these home-built SAVs, attracting a range of buyers with six- and eight-cylinder engines, manual and automatic transmissions, a promise of the brand’s Ultimate Driving Machine character, and amenities expected from a premium vehicle.

When it arrives in late November, the 2007 BMW X5 aims to meet the challenge with a more powerful, 260-horsepower inline six, an available 350-horsepower V8, a new six-speed Steptronic automatic transmission, a newly available third-row seat that pushes seating capacity to seven, enthusiast goodies like Active Steering and AdaptiveDrive, and a crisp, more muscular appearance. What buyers won’t find is last year’s manual transmission, a third-row seat that’s terribly spacious, or what is an absolute must on any “Sport” Activity vehicle and a glaring omission – paddle shifters. Even so, those few points are only enough to slightly dull the shine of the X5, which that starts at $46,595 and remains a helluva lot more fun than a Prius.

© 2007 Autobytel Inc. All rights reserved.

A de-contented WRX for your tuning pleasure

Personalization has been Scion’s modus operandi since day one. Mitsubishi did it with the Evolution, though more for weight savings than added sales. The idea is simple: With the burgeoning aftermarket offering everything from clear taillights to superchargers, car makers can sell popular vehicles with less equipment to buyers intent on driving directly from the showroom floor to the tuner shop. Cars continue to be an expression of one’s personality, so it’s not surprising the number of owners who seek to differentiate their rides, and thereby themselves, with a unique exhaust burble, the biggest chrome wheels, or the sound system that spawns the most headaches. Now it’s Subaru’s turn at the de-contenting wheel. Based on the hugely popular, rally-bred Impreza WRX sedan, the WRX TR adopts the same winning formula with its turbocharged four-cylinder engine – though deletes features like body-color exterior mirrors and replaces the WRX’s automatic climate control system with manual air conditioning. As a result, the 2006 Impreza WRX TR starts at $23,995, which is $1,000 less than the WRX and equal to the price of a WRX upon introduction in 2001.

© 2008 Autobytel Inc. All rights reserved.

Proper transportation for the American Express Centurion Black card-carrying elite

Introduction

2006 Rolls-Royce Phantom

Rolls-Royce Phantom – Driving Impressions: In the realm of automotive performance, more than one thespian has scribed these words: Porsche, there is no substitute. After a few hundred miles behind the wheel of a 2006 Phantom, we’d like to propose a similar distinction for the luxury sedan market: Rolls-Royce, there is no more obvious sign of wealth. During the same week that the Rolls resided under our care, our lot played host to a Bentley Arnage and a striking new Mercedes-Benz S-Class, neither of which elicited more than a passing glance in money-saturated Orange County, Calif. Ah, but the Rolls, that was a different story. All along the 405 freeway, in and around the local office parks, and while hitting local spots for photography, everyone tweaked the vertebrae to get a good look at the Phantom, an odd name for a 5,577-lb. collection of steel, aluminum, and enough leather to shoe the NBA for a decade. The Phantom’s presence and allure is undeniable, though its value at $350,000 is questionable. Yes, the looky-loos will stare from afar until dust comes from their eye sockets, but buyers may be disappointed and surprised to learn that features such as a rear entertainment system and rear seat adjustment controls are optional, and that no amount of money will buy a bigger trunk.

Motivation for the 5,577-lb. 2006 Rolls-Royce Phantom comes from an aluminum 6.75-liter, 48-valve, 60-degree V12 with direct fuel injection and variable valve timing. Engine output is rated at 453 horsepower at 5,350 rpm and 531 lb.-ft. of torque at 3,500 rpm, all directed to the rear wheels through a six-speed automatic transmission. Michelin Pax run-flat tires are standard, with Goodyear Eagle tires measuring 255/50R21 front and 285/45R21 rear optional. Behind either set of rubber is a suspension system comprised of front double wishbones and a multi-link, self-leveling setup bolted to the rear; anti-sway bars are standard. With a top speed electronically limited to 130 mph and sprints to 60 mph requiring only 5.7 seconds, the Phantom takes full advantage of its four-wheel-disc antilock brake system, using large vented discs and benefiting from dynamic brake control as well as traction and stability control systems. The whole luxurious package – consisting of aluminum, composite, and steel body panels – is situated on an aluminum space frame and is directed by a variably-assisted, speed-sensitive rack-and-pinion steering assembly with a barge-like 45.3-foot turning radius. Mileage is EPA rated at 12 mpg city, 19 mpg highway; we recorded 9.4 mpg during a couple hundred miles of mixed driving around our offices in southern California.

Dismal fuel economy probably isn’t much of a concern for buyers considering a vehicle that starts at $332,750, including a $3,000 gas guzzler tax and $1,000 for destination charges. In exchange for that enormous amount of loot the 2006 Rolls-Royce Phantom delivers coach-style power-closing rear doors, leather and genuine wood on nearly all interior surfaces, front and rear parking sensors, front heated bucket seats with memory and fold-out trays on the seatbacks, heated rear seats, Bluetooth connectivity, BMW’s central iDrive controller, a GPS navigation system that also picks up local television programming, a multi-zone climate control system, and front side airbags. A power sunroof, power trunk lid, and illuminated mirrors, all optional features when the Phantom made its debut in 2004, were moved to the standard features list for the 2005 model year. Also included free of charge, so to speak, is a 420-watt sound system with dual subwoofers, a six-disc CD changer, and satellite radio; Rolls-Royce umbrellas integrated into each of the rear doors; and a hood ornament that can be set to retract whenever the vehicle is turned off (sorry, thieves).

That’s the basic Phantom, which was not to be confused with the car Rolls-Royce loaned to us for testing. Our Silver Sand 2006 Phantom, with its Mocassin interior, carried with it a suggested retail price of $346,650. Here’s a breakdown of what that extra $13,900 bought: a veneered instrument panel ($1,100); veneered steering wheel spokes ($600); veneered backs on the rear fold-out trays ($1,800); the Rolls-Royce logo stitched into all headrests ($600); front and rear cameras for the parking systems ($3,300); 21-inch alloy wheels with Goodyear Eagle tires ($3,000); a crossbanded elm cluster veneer ($2,200); and something labeled a “bespoke option” ($1,300). Not tacked onto our car was an optional rear bucket seat option with a DVD player, screens located in the back of the front headrests, a lower center console, power rear and side sunshades, and power rear seats. And not available at all on the 2006 Rolls-Royce Phantom are seemingly common features like cooled rear seats, rear footrests, or a host of outlets and accommodations for the laptop-carrying, business-conducting, chauffeured executive.

Continue to 2006 Rolls-Royce Phantom Review from MyRide.com

© 2008 Autobytel Inc. All rights reserved.

Plan on a torrent of rebates

Introduction

2006 Pontiac Torrent

Pontiac Torrent — 2006 Review: During a span of about 30 years, Pontiac and its General Motors brethren filled dealers’ lots with vehicles that, for the most part, have been outmatched by the competition. When a new GM ride had plenty of power, the build quality was horrible. When build quality was improved, reliability was poor. When all else was up to par, styling varied from coma-inducing to nightmarish. There have been exceptions, but those have been few and far between. In time, owners of these products felt they’d been duped, and the result is a buying public that is leery of GM and forever fond of Honda and Toyota.

Now there’s the 2006 Pontiac Torrent SUV, which conjures up thoughts of a common saying: Fool me once, shame on you. Fool me twice, shame on me.

Those cars of the 70s, 80s, and 90s are gone now and their buyers have likely moved on. But thoughts of that Fiero, and, oh, good grief, that Aztek…they remain. It’s enough to permanently banish Pontiac from the buying equation. Yet, with time, people change, priorities change, companies change, and cars change. Buyers with an open mind may have scratched over the name Pontiac with a #2 pencil, but there’s room to bring the brand back into the fray. Forgive and forget, as they say.

That’s where the shame on you part comes in. Like various Pontiacs of old, the 2006 Torrent comes with a competent powertrain, arguably good looks, and a price that puts it in the competitive ballpark. However, remove the blinders and discover alternatives with engines designed in the new millennium, style that is more than a plastic nose and badge away from a Chevy Equinox, decent real-world fuel economy, a long list of standard features and a more expansive list of options, and superior materials assembled with more attention to detail.

On the whole, the 2006 Pontiac Torrent is a fine vehicle, one that would have been somewhat impressive in 1995. However, we’re into the 2006 model year, a time when Toyota is introducing an all-new RAV4 with 268 horsepower and three rows of seats, Ford offers an Escape with up to 200 horsepower or a hybrid powertrain, Jeep sells the Liberty with true four-wheel-drive capability and an optional diesel engine, Hyundai sells two SUVs with 100,000-mile powertrain warranties and a bevy of airbags, and even little Suzuki sells a rugged, redesigned Grand Vitara that’s downright attractive and provides superior build quality. They are all options that buyers should strongly consider, and vehicles the folks at Pontiac should study.

© 2008 Autobytel Inc. All rights reserved.