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.

Mercury adds a sexier name to the Ford Fusion

Introduction

2006 Mercury Milan

Mercury Milan — Review: When a name is all that distinguishes your product, there’s a problem. Sure, it may work for the talentless hack that sells under the name Paris Hilton, but usually there’s more substance to a saleable good than a “That’s hot” tagline from a waif with a hollow smile. At least that’s what my girlfriend says, the same woman who has been targeted by Mercury as the intended buyer of its 2006 Milan sedan.

Milan. It’s a name that conjures up thoughts of rich history, elegance, romance, and yes, malnourished runway models struggling to remain upright and, well, walk, as they show off the fashion world’s premier designs. Yet, unlike the liquid lunches of these skeletal beauties, there’s a lot that goes into building brands like Versace, Gucci, and Prada – it’s not as easy as going to Malaysia and having a kid in a sweat shop stitch a fancy label on a GAP shirt. However, there are “Gucce” and “Proda” makers out there looking to give buyers upper-crust living at Wal-Mart prices.

Such is the case with the 2006 Mercury Milan, an attractive yet unassuming sedan that features above-average interior materials, decent optional leather, a comfortable cabin, and a competent powertrain. Problem is, this ride is little more than a gussied-up Ford Fusion, a vehicle offered with comparable amenities and a lower sticker price. It’s a Thomas Kincaid selling in a gallery featuring much more desirable works from Raphael and Michelangelo. In car speak, that means companies like Honda and Toyota are selling better cars, though the Mercury does have its merits.

Power for the front-wheel-drive 2006 Mercury Milan comes from a 2.3-liter, dual overhead cam, 16-valve four-cylinder engine generating 160 horsepower at 6,250 rpm and 156 lb.-ft. of torque at 4,250 rpm mated to a five-speed manual or optional five-speed automatic transmission. However, for more performance, shoppers can opt for the 3.0-liter, dual overhead cam, 24-valve V6 pushing 221 horsepower at 6,250 rpm and 205 lb.-ft. of torque at 4,800 rpm. A six-speed automatic is standard with the six-cylinder engine. Fuel economy for the smaller motor ranges between 21 mpg city/31 mpg highway with the stick shift and 24 mpg/32 mpg with the automatic; EPA estimates for the V6 are 21 mpg city and 29 mpg highway. All versions use vented front and solid rear disc brakes to stop, ride on a short- and long-arm front and multi-link rear suspension, and track with a rack-and-pinion steering system.

What’s featured inside the 2006 Mercury Milan depends on the model chosen. The base model sells for $18,995, including a $650 destination charge, and includes air conditioning, a CD and MP3 player, power door locks and windows, 16-inch steel wheels rolling on 205/60 tires, heated mirrors, a rear 60/40 split bench seat, a power driver’s seat, cruise control, a tilt and telescoping steering wheel, steering wheel controls, and a trip computer. Move up to the $21,995 Premier for standard 17-inch alloy wheels wrapped in 225/50 rubber, a six-disc CD changer, leather seats, antilock brakes, and electronic brake force distribution. Entry-level Milan V6 models carry a sticker price of $20,890 and feature the same equipment as the base version, adding the 221-horsepower engine, the six-speed automatic transmission, and 16-inch alloy wheels. For $23,495, the Premier V6 mirrors the Premier four-cylinder except for the powertrain. Options include a five-speed automatic transmission for four-cylinder models, upgraded wheel and radio packages, antilock brakes for base models, and traction control on V6 models. Milan Premiers can also be outfitted with heated front seats, a Comfort and Security Package which includes items like automatic climate control and puddle lamps on the mirrors, and a Safety Package that adds front side and side-curtain airbags.

Our staff spent a week during the mild southern California winter running errands, commuting along congested highways, and playing Bury the Tachometer Needle on twisty back roads in a 2006 Mercury Milan Premier V6 decked out with the optional Comfort and Safety packages, heated seats, traction control, and an upgraded Audiophile sound system. With the $650 destination charge included, our tester had a sticker price of $25,495.

© 2008 Autobytel Inc. All rights reserved.

Going green doesn’t mean going hybrid

Introduction

Ford Focus – 2006 Review: What’s the point of doing a story about the Ford Focus, a car that is seven years old and sitting, unloved, in the shadows of hot new models like the Honda Fit, Nissan Versa, and Toyota Yaris? We think it’s an overlooked gem, a fun, functional, and frugal car, and an undeniable bargain that meets the needs of the times. Plus, like popular hybrid models that cost thousands more, the Focus gets good gas mileage by the EPA’s standards, carries a Partial Zero Emissions Vehicle (PZEV) rating in California and New England, posts decent crash worthiness and reliability scores, and deserves your consideration. That’s why. And if you look in this Sunday’s newspaper, you’ll find that dealers are blowing these cars out the door for thousands off the sticker price.

Good thing, considering our fully loaded 2006 Ford Focus ZX5 SES test car carried a sticker price of $20,000, including the $545 destination charge. But our vehicle was the top-line trim level with lots of goodies; most Ford Focuses sell for well below that figure. Ford offers the Focus in a variety of styles and trim levels. Choose between a three- or five-door hatchback (ZX3 or ZX5), a sedan (ZX4), or a station wagon (ZXW). Trim levels for all styles are S, SE, and SES, with a sporty ST model reserved for the sedan. The least expensive S is pretty basic, including a manual transmission, 15-inch wheels and tires, and a stereo with a CD/MP3 player.

2006 Ford Focus ZX5 SES

The SE is the most popular model, equipped with power windows, power door locks, power mirrors, remote keyless entry, air conditioning, and a center arm rest that improved comfort levels. Stepping up to the SES nets 16-inch alloy wheels, fog lights, cruise control, a tilt and telescopic steering wheel, a tachometer, and body-color exterior trim. The performance-oriented Focus ST gets hardware upgrades to make it go faster and handle better, minor styling differences, heated outside mirrors, sport seats, and upgraded interior d cor. Major options on the various Ford Focus models include an automatic transmission, side-impact airbags for the front seats, a power sunroof, traction control, and an upgraded audio system with a six-disc in-dash CD changer.

Under the hood of the S, SE, and SES models is a 2.0-liter four-cylinder engine delivering 136 horsepower at 6,000 rpm and 133 lb.-ft. of torque at 4,500 rpm to the front wheels. In California and New England, the engine is rated PZEV, which means exhaust emissions are cleaner than some hybrid cars. The EPA says this engine will deliver 26 mpg in the city and 34 mpg on the highway with the manual transmission (32 mpg highway with the optional automatic transmission), which isn’t as good as most hybrids but then, the Focus is less expensive to buy in the first place.

A four-wheel-independent suspension, rack-and-pinion steering, front disc/rear drum brakes, and 15-inch wheels wearing 195/60 all-season tires (16s shod with 205/50 Pirelli P6s on the SES) complete the standard Focus picture. For added fun, try the Focus ST. Fuel economy is penalized by the Mazda-sourced 2.3-liter four-cylinder at 22 city and 31 highway, and you’ll need to know how to drive a stick since there’s no option for an automatic on the ST model, but the trade-off is 151 horsepower at 5,750 rpm and 154 lb.-ft. of torque at 4,250 rpm. This engine does not meet PZEV requirements, frustrating since Ford first offered a 2.3-liter PZEV engine in the Focus way back in 2003, and it made more power than today’s ST engine.

The ST’s suspension is based on what used to be under the SVT hot-hatch of a few years ago, there’s a four-wheel-disc anti lock braking system, and it gets unique alloy wheels. We grabbed a Sonic Blue 2006 Ford Focus ZX5 SES for this evaluation, carrying a base price of $17,030 including the $545 destination charge. It came with an automatic transmission ($815), a Weather Package ($175 – heated seats and side mirrors), a Safety Package ($350 – ABS and side-impact airbags), traction control ($115), a perimeter alarm ($125), an Audiophile stereo with a six-disc CD changer and Sony speakers ($695), and leather seats ($695).

We could have lived without most of this extra stuff. At the end of our week-long test, it was clear that the European-designed and engineered Ford Focus has aged gracefully, but that the aging process is rapidly gaining speed. The car is still fun to drive and functional, though not as frugal as we anticipated. Also, despite the high price tag on our test sample, this car is still a bargain if you choose the popular SE trim level, definitely worth a look when the local Ford dealer is offering big discounts or low-interest financing. Clearly, however, given concerns about fuel economy, safety, and the environment, it’s time for Ford to refocus on the Focus.

© 2008 Autobytel Inc. All rights reserved.

Introduction

Acura RSX — 2005 Review: Individuality is commonly expressed through automotive purchases. Take the typical mid-life crisis, for example. After years of commuting to work and taking the family on vacation in a common sedan or boring minivan, some people feel the need to proclaim a newfound sense of self with the latest sports car or convertible. Or maybe you know the owner of the “misunderstood” Pontiac Aztek. The Aztek’s beauty is definitely in the eye of its beholder, one who likely chooses the path less traveled more often than not, unflinching at the judgments passed by the masses.

For those of you interested in expressing your inner self through a tool more exciting than a Ford Taurus and less flashy than a Hummer H2, may we suggest the Acura RSX Type-S. With a conservative design hiding a high-revving powerplant, the RSX promises to attract attention when you want it, or to play the perfect wallflower when you don’t.

Model mix

Acura sells two versions of the RSX: standard and higher-performance Type-S. The standard RSX includes a 2.0-liter four-cylinder engine generating a respectable 160 horsepower, a four-wheel-independent suspension with MacPherson struts in front and double wishbones in back, front and rear stabilizer bars, 16-inch alloy wheels, and either a five-speed manual transmission or a five-speed SportShift manually interactive automatic transmission. Of course, this being an Acura, power mirrors, locks, and windows; a power moonroof; a tilt steering wheel; cruise control; and a six-speaker sound system with a CD player are included in a base price just north of $20,000. For safety’s sake, dual-stage front airbags, front side-impact airbags, and four-wheel-disc antilock brakes help to protect occupants. Leather interior trim and an automatic transmission are optional on the base RSX.

Performance junkies will want the Acura RSX Type-S, and it’s what we used to cover hundreds of miles of highway, mountain passes and rain-soaked city streets during our road test. Priced at just over $24,000, the Type-S adds 17-inch alloy wheels, a sport suspension, larger front brakes, a low profile rear spoiler and ground effects, a Bose sound system with a six-disc in-dash CD changer and subwoofer, a six-speed manual transmission, and 50 extra horsepower.

What’s new for 2005?

It might take more than a glance to notice what’s different about the 2005 Acura RSX. Upon close inspection, you’ll see that the front and rear fascias have been massaged a bit and the headlight and taillight housings have lost their round cutouts for a cleaner appearance. Inside, changes are nearly non-existent with the exception of a new accent color and more seat padding.

More significant are the updates to the stuff you can’t see. Our Type-S featured an upgraded strut tower brace to stiffen the front end for sharper steering response and a stronger engine. To extract 10 additional horsepower for 2005, Acura tweaked the Type-S version’s camshafts and bolted on a freer-flowing exhaust system. These modifications bump horsepower up to 210 at 7,800 rpm (it was 200 at 7,400 rpm in 2004) and the torque rating squeaks up one lb.-ft. to 143, but the peak is now reached among the clouds at 7,000 rpm (compared to 6,000 rpm in 2004). Not only is power peaking higher than before, which requires harder driving to extract maximum performance, but also a lower final drive ratio that helps to preserve the RSX’s fuel economy rating (24 city and 31 highway) makes it harder to take advantage of the extra power.

If the power upgrade seems to be a wash, rest assured that all Acura RSX models feature improved brakes, more responsive steering, beefier stabilizer bars and firmer suspension settings for an overall boost to performance. Additionally, a reinforced body structure and more sound deadening material reduce noise, vibration, and harshness. Considering that maximum power is reached at a redline so high that it almost makes your ears pop, more sound deadening material is always welcome.

Best bets to become best buys, this year and beyond

Introduction

In the end, it all comes down to value. That nebulous floaty-thing of a word that means a combination of everything good, value is what most people go for when it comes time to buy a new car. Yes, there is a small sliver of the market out there that buys more on heart and horsepower than value. But they’re the guys who still have car photos on their bedroom doors, so we’ll just put them to the side for now. For the rest of us, those who buy cars to drive to work and home and to the store, it’s important to find the best combination of style, features, price and warranty. And so, from a practical perspective, the most important auto show vehicle debuts this year are the cars and trucks that will provide the most value. There’s that word again – value. Truth is that the value of a vehicle can’t truly be defined until it’s been thoroughly flogged. Until, then, however, it’s possible to make a pretty good guess based on price, features, style and the automaker’s reputation for reliability and dependability. With these criteria in mind, here’s a look at the seven best buys from this year’s Detroit and Los Angeles Auto Shows:

1. Hyundai Sonata
2. VW Jetta
3. Audi A3
4. Porsche Boxster
5. Honda Ridgeline
6. Mitsubishi Raider
7. Toyota Avalon

Note the lack of domestic vehicles on this list. In analyzing the list of debuts, the Ford Fusion was a contender, as Ford’s new mid-size is based on a proven vehicle platform – the Mazda 6 – and is priced at around $18,000. General Motor’s Saturn SKY, a concept at the Detroit Show but a production model soon enough, was also a contender based on its magnificent appearance and potential. It’s smart to take a wait and see approach to these vehicles.