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.

Teeth grinding in Bavaria continues

2007 Lexus RX 350

Why We Drove It

As one of the leaders in the crossover luxury segment – indeed, the one that started it all – the Lexus RX 350 received a shot of power and a new name for the 2007 model year, making it more competitive with its classmates and more fun to drive. It’s got that same old look, though, and it still lollygags around corners like a bathtub – and many of its competitors are doing much better things. As with all cars, these crossovers are constantly changing, and while this RX is an above average player that will provide many year and miles of satisfaction, we look forward to the Toyota/Lexus answer to cars like the new Acura MDX in a few years.

Performance:

With a new 3.5-liter V6 comes more power: 270 horsepower and 251 lb.-ft. of torque mated to a five-speed automatic transmission that delivers power either to all four wheels – as in our tester – or to the fronts. That delivery is exquisitely smooth, though geared for fuel economy. In other words, it’ll dump you into the next gear before the engine really needs it, resulting in less performance but less gas slurping.

Handling

There’s a little too much body roll. This is a luxury SUV, mind you, not a performance luxury machine, so aggressive driving isn’t really a strong suit. The fact is though, it’s not as bad a handler as BMW fans would have you believe. It’s compliant, yes, and soft in the corners with plenty of squealing and crying. Yet it’s fast and light, with responsive – but numb – steering. Driver and passengers are isolated from the harsh world outside, swaddled in comfortable leather and protected by a suspension that absorbs virtually all road imperfections. You still feel the road, it’s just that it feels like carnival taffy.

Visibility

With the backup camera, not an issue at all. Without it, seeing out the back window was a little tough, and the C-pillars are pretty thick from the driver’s viewpoint.

Fun to Drive

Skip this section BMW fans, for you’ll likely not appreciate the fact that the Lexus RX 350 is fun to drive, thanks to a boost in horsepower and torque. It’s the same old quiet and comfortable Lexus, but this time it’s got a new attitude: a little meaner, a little 5 o’clock shadow, a little rough around the edges. Sure, it will still rock your baby to sleep. But then it’ll get up and party like a frat boy.

© 2007 Autobytel Inc. All rights reserved.