2001 Acura 3.2 TL review

2001 Acura 3.2 TL
Outstanding value in the near-luxury class.

By Mitch McCullough, Editor-in-Chief

Overview

Typically Acura, the TL offers performance, style, and comfort for less money than you might expect. Its powerful 3.2-liter V6 engine, nicely balanced suspension, rigid structure, and classy good looks make the TL a serious contender in both the near-luxury and compact sport-sedan categories.

TL was completely redesigned and re-engineered for 1999. For 2000, Acura replaced the original four-speed automatic transmission with a wonderful five-speed sequential Sportshift. Advanced side-impact airbags were added, while revisions to the engine increased mid-range acceleration and reduced emissions. So the TL enters 2001 mostly unchanged, beyond new carpeted floor mats and an emergency inside trunk release.

Model Lineup

The 2001 TL-alternately called the 3.2 TL in reference to its 3.2-liter engine displacement-is available as one fully loaded model that retails for $28,550. That's less than many of the TL's current competitors, representing a strong value.

The only option offered is Acura's navigation system, which adds $2000; the system was updated last year with a Digital Video Disc (DVD) player for mapping. No manual transmission is available, although the five-speed Sportshift automatic offers a convenient, sequential manual override.

Walkaround

Designed, engineered and manufactured in the USA, TL maintains a conservative profile-although it is no longer the wallflower it was prior to 1999. Its current lines are modern and refined, and its stance is athletic. As Acura's mid-level luxury sedan, the TL fits in the so-called near luxury segment of cars in the $30,000 range, and its upscale looks are in keeping with this role. A rear spoiler is available--Acura dealers sell it as an accessory--but it doesn't improve the TL's clean lines.

Interior Features

Probably because of its front-wheel-drive layout, TL is roomier than the BMW 3 Series and Mercedes-Benz C-Class, although it also tops the front-driven Lexus ES 300 for interior space. The TL interior is quite attractive, particularly in the lovely light tan of our test car. Switchgear is nicely designed. The mirror control is whisper quiet and the stereo features big, handsome buttons that are easy to operate. But the front seats, though cushy and attractive, did not meet our expectations for an upscale Acura sedan; they lack support and the adjustable lumbar bulge is of marginal help.

The back seats are roomy. The center position features a three-point shoulder belt, instead of just a lap belt. The rear seat doesn't fold down, but a small center section opens to allow skis, fly rods and other long objects in the trunk to pass through the seats.

The TL comes with a high level of standard equipment. Leather upholstery, heated and powered front seats, wood-grain trim, automatic climate control, tilt steering column, cruise control, Bose AM/FM/CD/cassette with steering wheel-mounted audio controls, power moonroof, power heated door mirrors, keyless entry, theft-deterrent system, auto-off headlights, and the Homelink Universal Transceiver System are all standard. Active safety features include ABS, traction control, and high-intensity discharge headlights. Passive safety features include dual front airbags and side-impact door beams.

At $2,000, the navigation system is an expensive option. It uses Global Positioning Satellites to plot your course and provide instructions. A brightly lit touch-screen monitor displays a map or alpine-type route instructions. It works well and can provide a lot of help in unfamiliar territory. The verbal instructions can help you avoid missing an exit and the map can help you figure out your location. It's always fun when you spontaneously decide to go to a hot restaurant while you're on the far side of town and it quickly finds it for you. Like all these systems, however, it's about 95 percent there in terms of development. It will occasionally send you the wrong way, and operating the controls can, at times, be confusing and frustrating. Try the system out before deciding whether to order it.

Driving Impressions

Acura's TL strikes an excellent balance on many levels. It's very quiet underway, yet it doesn't make the driver feel totally isolated from what's going on outside. It dampens bumps and vibration, yet the handling is taut and it doesn't make the driver feel disconnected from the pavement.

One of the best features of the TL is that it is very stable at high speeds. The TL encourages its driver to bend it around fast sweeping turns. It is an easy car to drive fast, one that inspires confidence, rather than that uncomfortable tightening in your stomach. Like most front-drive cars, the TL understeers -- the front tires slide before the rear tires -- when driven past its cornering limits. This makes for easy, predictable handling.

The TL doesn't have the hard, precise edge of a BMW. The steering is very light at low speed, which makes it easy to handle in the crowded parking lots where many of us spend far too much of our time. Yet on the open road, the steering offers enough feedback that you don't feel like you're sitting at the controls of a video game.

Acura designed the TL's multi-link rear suspension and double-wishbone-style front suspension to enhance its sporting performance while preserving its luxury feel. The chassis roll center of the current-generation car was lowered to reduce body lean in corners. High performance V-rated Michelin MXV4 tires that provide good grip are mounted on 16-inch wheels. Equipped with four-wheel disc brakes, the TL provides smooth, sure braking performance. Anti-lock brakes are standard.

At the core of the new TL is a compact, 3.2-liter, 225-horsepower VTEC V6. Improvements for 2000 boosted both output and flexibility while reducing emissions, and the engine goes unchanged for 2001. It provides the TL with more power than many of the other cars in its class. The 3.2-liter V6 comes with four cams, 24 valves and Honda's now famous VTEC (Variable Valve Timing and Lift Electronic Control) valvetrain. The VTEC system provides a remarkable combination of performance and fuel economy. It delivers strong acceleration at highway speeds and sharp throttle response at lower speeds. The TL can accelerate from 0 to 60 mph in less than 7.5 seconds. At the same time, the engine is supremely smooth and quiet, and it gets an EPA-rated 29 mpg on the highway.

The 5-speed sequential SportShift automatic works like any other automatic most of the time, although it is much more refined than most. Shifting is silky smooth. It downshifts into the appropriate gear when quick acceleration is needed. And it doesn't hunt unnecessarily between gears. The staggered design of the PRND side of the shifter gate seems a bit clumsy, however. I found it cumbersome to shift from drive to reverse when trying to get out of tight quarters in a hurry.

The semi-automatic SportShift feature allows the driver to change gears manually. Slide the shifter into a two-way gate on the left; downshift by pulling the lever back, upshift by pushing it forward. It's fun to use and, if used correctly, can improve performance and efficiency in many situations. Mostly it gives you a heightened sense of control. You can use it for slowing the car slightly on a grade, so you don't have to brake for a slower car. Or you can use it to hold the transmission in third or fourth gear when you're in the mountains or on a winding road. You don't always want the automatic to upshift on short straight stretches because it will just have to downshift again after you brake and accelerate out of the next corner; the Sportshift solves this. The SportShift can also add a little entertainment when slogging along in stop-and-go traffic. From an engineering standpoint, the TL's transmission -- like its engine -- is extremely lightweight, which contributes to the car's overall agility.

Summary

When price is a factor -- and it always is -- the Acura 3.2 TL compares very well to the Lexus ES 300, Infiniti I30, BMW 3 Series, Mercedes-Benz C-Class and Audi A4.

With its 225-horsepower V6 and five-speed Sportshift, the Acura 3.2 TL is a solid luxury sports sedan. Its suspension strikes a good balance between handling and a luxurious, well-controlled ride.

Source By : http://www.nctd.com

2001 Audi A6 review

2001 Audi A6
A luxury sedan with sporty appeal.

By Kevin Ransom

Overview

Audi A6 has four doors, but it doesn't look like a sedan. Its stylish flair and sweeping lines evoke the sportiness of a coupe. Now in its fourth model year after a smart redesign in 1998, this luxury entry possesses clean lines that are still fresh and forward-looking, with new, fussed-over features and modifications for 2001.

The A6 is chock full of amenities to help it compete with such luxury sedans as the Cadillac Catera, Mercedes Benz C280, Lexus GS 300 and Infiniti I30t, all of which start in the $33,000 to $37,000 range. Audi believes the A6 will be popular with buyers who have difficulty justifying the prices of the BMW 5 Series and Mercedes-Benz E-Class.

In spite of its fine competition, the A6 is a standout from one end to the other, exuding the confident air of a jewel whose every detail has received a thorough polishing.

Model Lineup

Four models are available: 2.8 sedan ($34,400), 2.7T sedan ($39,500), 4.2 sedan ($49,400), and 2.8 Avant wagon ($37,350). All come with a high level of standard equipment.

A6 2.8 sedan comes with a 2.8-liter V6 rated at 200 horsepower. It's the only A6 that uses front-wheel drive with electronic traction control; Quattro is a $1,750 option.

All A6 models except the 2.8 sedan come standard with Quattro four-wheel drive, including the Avant wagon, which is otherwise similarly equipped to the 2.8 sedan.

A6 2.7T sedan comes with a 250-horsepower twin-turbo V6, a Torsen center differential, P215/55R16 tires, traction control, and an electronic stability program.

A6 4.2 sedan is powered by a 300-horsepower, 4.2-liter, five-valve V8 engine. In addition to the above, it comes with leather upholstery, leather door trim panels, a HomeLink garage door opener, memory system for seats, automatic dimming mirrors, ski sack, power sunroof, premium 200-wat sound system, and an adjustable leather-wrapped steering wheel with audio and telephone controls. It's equipped with P235/50R16 tires on unique six-spoke cast aluminum wheels.

Audi has extended its warranty package to four years/50,000 miles.

Our 2.8 sedan was equipped with the optional $1,750 Quattro all-wheel drive system; a $625 cold-weather package (heated seats, ski rack); a $1,975 luxury package that included a power glass sunroof, a HomeLink remote transmitter and leather upholstery; a $750 premium Bose sound system; a $550 CD changer; $350 rear side airbags; and a $550 destination charge. All of those options increased the sticker price to $40,750.

Walkaround

Flowing, aerodynamic lines lend the jaunty visage of a sport coupe to the A6. The effect is particularly strong in back. The line formed by the rear window sweeps back dramatically until it flattens out at the start of the trunk lid, to form a slight but aggressive notch in the A6's futuristic-looking rear end. Precise body gaps of less than 3 millimeters are just one example of the A6's excellent fit and finish.

Interior Features

Audi obviously understands that luxury-car buyers like to indulge themselves. So, they offer three different interior "atmospheres." These design motifs -- dubbed "Ambition," "Ambiente" and "Advance" -- each offer distinct upholstery and wood or aluminum trim. Our test model came in Ambition, featuring sycamore wood.

Everywhere you look in Audi's well-appointed cabin, you'll appreciate the attention to detail. The A6's leather-upholstered seats have a luxurious crinkled look and are among the most comfortable available. The 12-way power-adjustable driver's seat adapts to a wide range of body shapes and sizes. One neat touch for those with lower-back problems is the power lumbar support that can be fine-tuned to lend upper-, mid- or lower-lumbar support.

Other classy touches include map pockets that snap outward on hinges, then close with a smart click. Grab handles retract into little cubbies when not in use. The front and rear seats are heated, and the heating/cooling vents offer separate temperature controls for driver and passenger. The rear seat also is equipped with heating/cooling vents, cupholders and a cigarette lighter/power receptacle. The cold-weather package includes a heated steering wheel.

The stereo serves up top-drawer sound and the controls are well designed. The trip computer is somewhat bewildering at first, requiring a trip to the owner's manual for guidance. Our favorite feature on the elegant dashboard is the unique red-on-black instrument lighting. At night they give the cabin a warm, high-tech glow. Though startling at first, once you've adjusted to them they offer reduced glare for improved night vision. Fighter pilots have used red gauges for years for this reason. Legibility suffers slightly, but you can fix this by adjusting the brightness down to about the halfway point.

Front-seat legroom is prodigious. The rear seat also offers plenty of knee- and legroom. At 38.5 inches, front headroom is ample. Furthermore, clever engineering has resulted in generous trunk space.

Driving Impressions

When it comes to luxury sedans, the A6 is not the quickest bunny in the forest -- nor is it the slowest. It can do the 0-to-60-mph sprint in about 9.3 seconds, and covers the standing quarter-mile in about 17.2 seconds. Like many German sedans, the gearing is tweaked more for high-speed cruising than for off-the-line acceleration. But the A6 packs more than enough juice for everyday city driving, with ample reserve power for freeway passing.

The 200 horsepower for the base A6 comes from a 2.8-liter, double-overhead-cam V6 engine with five valves per cylinder. The V6 is hitched to a silky-smooth five-speed automatic transmission with a Tiptronic feature. Tiptronic enables the driver to slap the shifter sideways out of the normal P-R-N-D-3-2-1 gate into a parallel gate that allows sequential upshifts and downshifts simply by tilting the spring-loaded lever forward or backward, much like you would shift a motorcycle. The Tiptronic also improves shifting response. It comes in handy in situations when you want to hold the transmission in one gear, such as on winding roads. It also provides zippy entertainment during those otherwise boring suburban commutes.

On dry terrain, the A6 offers sure-footed cornering. The suspension is extremely responsive and well-controlled, making the A6 a joy to drive on back roads. Torsional (twisting) rigidity of the chassis is 50 percent stiffer than in the pre-1998 version. This allows for a more finely tuned suspension, which translates into a quieter ride and more assured handling, especially on bumpy roads. Excellent on-center feel of the steering is another boon.

Audi's world-class Quattro all-wheel-drive system enhances handling ability on dry pavement by offering more grip, but it is especially appreciated on snow and ice. It can transfer as much as two-thirds of the engine's power to whatever wheel is providing the best traction, thereby ensuring stable and predictable handling in all conditions. Helping out in the safety department are standard four-wheel disc brakes with ABS. The firm brake pedal delivers precise braking feel.

In city traffic, the A6's ride is quite civilized, even refined. It is very stable on the freeway, where high speeds seem to bring out the best in this car. With a low drag coefficient of 0.28, wind noise is low, except for a slight whisper from the windshield wipers. At low speeds, drivers will appreciate quite a bit of power assist in the steering, which makes it a breeze to maneuver through crowded parking lots.

In order to deliver this kind of ride comfort and refinement, the A6 had to give up a little something in the road-dancing department. But the nicely tuned suspension and deft steering make the A6 a lot of fun to drive, whether you're city-bound or out in the sticks.

Summary

In a class that includes potent entries from Mercedes and Cadillac, the A6 obviously faces stiff competition. But Audi has hit upon a nice balance with the A6. Everything about the car contributes to a driving experience of confidence and quietude, from the smooth-purring engine, to the crisp but silky transmission, to a supple but composed ride. When the weather turns foul, its all-wheel-drive system puts it a cut above the pack. And its elegant lines communicate a subtle but sporty sophistication.

The A6 possesses refinement that pleases in quiet ways, like beauty in a cherished jewel. The feel of fine engineering in this car should create enjoyment for years to come.

Source By : http://www.nctd.com

2001 Audi allroad quattro review

2001 Audi allroad quattro
And now for something completely different. . . .

By Denise McCluggage

Overview

Audi has chosen to dub its new vehicle "allroad" without an initial capital letter. But that's the least of what makes this new turbocharged all-wheel-drive wagon different. It is one slippery machine to pigeonhole.

Want a sedan? The allroad is luxurious. Comfortable leather seats give it corner-office elegance thanks to the tone-on-tone interior with warm wood trim and aluminum accents. The bi-turbo V6 engine is quiet, smooth and responsive, and puts out 250 horsepower. A car of this quality provides a true touring experience.

Want a station wagon? The allroad carries a flexible mix of people and their effects. A lift-up back opens on the cargo space, netted to hold objects in place, with room left for five people.

Want an SUV? The allroad will transport you as the name suggests over anything that makes lines on maps and many that do not. Interstates, secondary highways, twisting country lanes, and backcountry dirt roads are no problem. Even rough, rocky routes to remote fishing spots or hunting blinds are within its capability. Its full-time all-wheel drive is the venerable and venerated Audi quattro system that maximizes traction potential both on dry roads and those with slippery surfaces. Yet the foundation of the allroad's versatility in so many differing conditions is its variable ground clearance. A pneumatic suspension system, electronically controlled, allows a choice of four different ride heights. Choose the one suitable for sports sedan handling on winding roads and straightaway security on high-speed highways. Or select the highest setting for deep snow or rock-strewn, rutted roads.

Model Lineup

One model is available; the allroad quattro wagon starts at $41,900.

Audi allroad comes standard with a six-speed manual transmission. A $1000 option brings the five-speed automatic with Tiptronic. With the "Tip" selected a degree of manual control of the gears is permitted. (A second set of controls on the steering wheel allows fingertip shifting.) A number of individual options-a Premium Bose sound system for instance, a sunroof and a special rear-facing bench seat suitable for children that locks in the cargo space-are available as well as several packages:

The Premium Package ($900) includes Xenon High Intensity Discharge headlights, auto-dimming mirrors both inside and out, memory for both driver and passenger seats and the ability to electrically fold the exterior mirrors close to the car.

A Convenience Package ($800) includes heatable seats (front and rear), the multi-function steering wheel (controls for the radio and Tiptronic) and the HomeLink transmitter (for opening garage doors and turning on houselights remotely). A Warm-Weather Package ($1750) offers a solar sunroof (a sun-powered cooling system for the interior when parked) and sunshades for the rear side windows.

A Guidance Package ($1630) includes the Audi Navigation system (with one map CD) and a rear-facing acoustic parking system.

Walkaround

The allroad has a distinct presence. It quietly demands to be looked at with its discreet bright work tracing the window area, the roof rails and smart five-spoke wheel with a unique dimensional design (optional). The allroad appears wind-shaped with its sleek lines, but the darker toned front bumper and wheel flares hint at another life than the highway. Even in repose this appears to be a machine not easily dissuaded from its purpose.

Interior Features

Audi takes second to no one when it comes to interior design. The allroad shows its Audi A6 base with the handsome tone-on-tone interior and the wrap-around wood trim running from the dash across the front and rear doors. The wood is a slightly lighter, more modern shade of walnut. Aluminum accents (the gear lever surround on the console for instance) are symbolic of Audi's advanced technology applied in elegant surroundings.

The two-tone seats (a light gray and a darker gray in the test car) are unique to the allroad and offer bolstering for comfort and lateral support. Legroom is ample both front and back without requiring drastic adjustment of the front seats to accommodate rear-seat passengers. The allroad is designated as a five-passenger vehicle but, truth be told, the fifth is a stepchild with a drive-train bump to straddle. It's best for just two to lounge in the back seat with the wide armrest pulled down between them. You'd expect to be offered champagne or orange juice before take off.

The interior is a flexible space-long items (like skis or fishing rods too precious for the roof) can come in from the back and stretch out at the passengers' elbows. Seats can be folded in a variety of patterns to swallow a few people and lots of stuff or vice versa. Load height, thanks to the variable ground clearance, is kind to even bad backs.

Driving Impressions

The allroad shares with other Audis that manner of simply oozing down the highway, feeling somehow more in the road than on its surface.

Fudge smooth and just as rich. The steering is easy but commensurate with the car's mass and its speed. The vehicle seems to like turns as much as the driver and its handling is close to that of an accomplished sports sedan. On a Colorado mountain pass between Minturn and Leadville (not really pushing it, but purposeful cruising), the allroad seemed as comfortable with the terrain and the curves as a companion Audi S4 high-performance sedan. At higher highway speeds the allroad automatically hunkers down to its lowest ground clearance and loves the road. It is a most pleasurable vehicle for long distance touring. (Cup holders are at hand; an excellent sound system is at fingertip control.) The car's stopping capacity is equally impressive. All German cars need "Autobahn brakes," the kind that can snug a really fast-moving car down to a truck-passing-truck-pace ASAP. The allroad complies.

In city driving the bi-turbo boost sometimes answers accelerator pressure with a little more brio than wanted at the moment. Practice should temper that. On the highway, the engine's torque is mapped to suit demands for quick passes or sudden decisions. Coupled with the fingertip controls of the Tiptronic, and the instant response, those opportune short periods of dotted lines among the solid yellow can be taken advantage of with alacrity. It's rather fun.

Stretching the "all" of the allroad to meander off on a mere shelf of a rock-strewn dirt path on a Vail Valley mountainside demonstrates the versatility of the allroad. It is sure-footed with the quattro system; the ride is smoother than the eye reading the ruts thinks it will be, and the range of four variable heights feeds confidence that the allroad can go anywhere.

Of course it can't.

Really rich, really serious off-roaders might lay out some $130,000 for a G-Wagen. Those craving the boulders and steepness of way off-road will trick out a Jeep Wrangler with locking diffs and a SEMA showroom of other stuff. The allroad isn't for these folks. It lacks a creeper gear-a low-low gear for those steep plunges that end in a cliff and demand a crawling descent to make the turn-or else. And though the wheels are worn fairly close to the edges of the allroad, enough overhang remains to preclude some of the angles of attack found in the true wild.

And, too, for all the head-on answers to the compromises that matter to most drivers (high stance for clearance on the bad roads and low level for security in turns on the smooth ones) the allroad can wear only one set of tires at a time.

Tires are the ultimate compromise. Off-road (or even awful bad roads) calls for an aggressive tread and thick side walls to resist cuts from sharp rocks. The highway calls for a much milder tread for grip on a dry road and thinner sidewalls to flex properly and keep the tread in contact with the road for traction.

Summary

What it comes to is this: the allroad for all its versatility is not all-terrain.

But it is a vibrant, attractive, comfortable vehicle that will get 99.9 percent of the people where they want to go 99.9 percent of the time. And it will look so good doing it. And feel so good, too.

Source By : http://www.nctd.com

2001 BMW 3 Series review

2001 BMW 3 Series
Benchmark sports sedan, benchmark sport wagon.

By Mitch McCullough, Editor-in-Chief

Overview

BMW's 3 Series continues to be the benchmark for sports sedans. It's been that way since the late 1970s, and the 2001 lineup continues this tradition with 10 different models, all of which are truly outstanding automobiles. In addition to the sedan models, there are sport coupes, convertibles, and a sport wagon.

BMW uses the word sport when describing its 3 Series models and it's apt. All 3 Series models corner, accelerate and stop swiftly. These are highly refined machines. If you're more interested in kicking back and cruising than you are in driving, then these cars may not be the best choice. They put drivers in touch with the road instead of isolating them, but their ultra-sharp steering response demands close attention. Interiors are well-equipped and comfortable, but are all business.

Several significant changes highlight the 2001 3 Series lineup, but the headline news is more power. Through engine refinements, the 2.5-liter gain 14 horsepower and now produce 184 horsepower. They are also awarded a new badge: 325i; this replaces last year's 323i designation and reflects their true engine size. At the same time, the 2.8-liter 328 gets a real increase in displacement, to 3.0 liters; it comes with a new 330i designation, and 225 horsepower, which is up substantially over last year's 193.

Model Lineup

The 3 Series is the smallest of BMW's three sedan lines. But it has grown to 10 models, and includes coupes, convertibles, and wagons. All are based on the same platform (chassis and drive train); however, coupes and convertibles share few body panels with the sedans and wagon. Sedan, coupe and convertible are now available with 2.5- or 3.0-liter inline 6-cylinder engines; the wagon comes only with the 2.5-liter inline-6.

The 184-horsepower 2.5-liter engine is used in the 325i sedan ($26,990); 325i sport wagon ($29,400); 325Ci coupe ($28,990); 325Ci convertible ($35,990).

The 225-horsepower 3.0-liter engine is used in the 330i sedan ($33,990); 330Ci coupe ($34,990); and 330Ci convertible ($42,400).

Coupe and convertible prices include a slightly higher level of luxury equipment than in the sedans and wagon. All models come with a five-speed manual transmission, an unusually enthusiast-friendly policy even among sports sedans. Of course, an automatic transmission is available: A superb ZF-built five-speed Steptronic, it adds $1275 to the price of any 3 Series model. (A conventionally controlled automatic is no longer offered.)

New for 2001 is a sophisticated all-wheel-drive package that adds $1750 to the price of a 325i sedan or sport wagon or 330i sedan. It also adds an X to the model designation, thus 325Xi and 330Xi.

Look for a super-high-performance M3 model this year.

Walkaround

3 Series styling represents a fresh rendition of a classic look. BMW's traditional quad headlamps are enclosed in aerodynamic covers. The roofline is long and gracefully integrated into the rear deck. Though elegant and refined, the 3 Series is striking in appearance.

Yet these are practical sedans as well, roomier than the Mercedes-Benz C-Class or even the front-wheel-drive Audi A4, according to the government standard for measuring interior volume. There are vibration dampening devices throughout the car, including hydraulic mounts for the differential and front suspension.

Bucking a worldwide trend, BMW uses inline-6 engines instead of V6 designs. Though it takes up more space, an inline-6 is considered to be inherently smoother by design than a V6. Indeed, BMW believes that six pistons lined up in a row run more smoothly than two banks of three pistons arranged in a V. Both 3 Series inline-6s are improved and refined for 2001, with fully electronic throttle control, revised valve lift (but retaining steplessly variable valve timing) and a redesigned dual resonance intake system. These changes add up to more power and cleaner exhaust; except for all-wheel-drive models, all 3 Series cars are now Ultra Low Emissions Vehicles.

The all-wheel-drive system on 325xi and 330xi models uses a planetary center differential to split drive torque 38/62 percent front/rear, preserving the rear-wheel-drive feel that BMW enthusiasts demand. All-Season Traction Control (AST) and a specially calibrated version of BMW's Dynamic Stability Control (DSC-X) enhance foul-weather safety.

Interior Features

This is an interior designed for the business of driving. Bucket seats provide fine support without feeling hard, and come standard with six adjustments (manual on 325i sedans and wagons, power on coupes, convertibles, and 330i). The manual controls work well, though they are best used when the car is stationary. The 10-way power seats that come with the optional Sport Package are superb, adding more side bolstering for winding roads. The previously optional leather-covered steering wheel has been made standard for 2001, and it tilts and telescopes for optimum adjustment.

Dashboard and door panels are rich in appearance, and appealing to the eye. Different trim packages offer a choice of Myrtle wood inserts or plastic that looks like polished aluminum. The instruments themselves feature soft orange lighting, which help reduce glare at night; some people find orange instrument lighting easier on the eyes than other colors.

Most switches fall intuitively to the driver's fingertips, but the 3 Series interior is not without its faults. Like many European vehicles sold in markets that can't agree on which side to locate the steering wheel, the 3 Series puts its window controls on the center console, requiring a glance down to open or close a windows. Having the controls on the doors would make them much easier to use. Automatic climate control and a microfilter ventilation system are standard; but the radio buttons look a bit too similar to the climate controls, so again a glance down is required to change radio stations. (Optional volume and station controls located on the steering wheel address this.) Unattractive shallow cupholders in the center console seem like an afterthought.

The back seat is roomy enough for two adults during a night on the town, but bear in mind that the 3 Series is a compact. If rear cabin space is a top priority, you can find more for your money elsewhere.

The 3 Series cars are not class leaders when it comes to moving cargo, either. The trunk is small, the trunk opening is even smaller and the rear seats do not fold down.

Sport wagons seem the perfect solution for enthusiast drivers who need some cargo capacity. When the car is unlocked, the rear hatch could be opened by touching the electric release above the license plate; the rear glass can be opened by pressing a button under the rear wiper. The rear cargo cover is nicely designed with a vinyl panel that easily slides out and hooks into place to hide valuables. Alternatively, a net slides up and hooks onto the ceiling to allow cargo to be piled to the ceiling. With the dog fence in place, the 325i sport wagon can carry 25.7 cubic feet of cargo and four passengers. That's more than twice the 10.7 cubic feet the sedan can handle. That makes the wagon a much better choice at the airport, though it doesn't have the cargo capacity of an SUV or minivan. For more cargo space, it's easy to fold the rear seats down; and there's no need to remove the headrests. This reveals a nearly flat cargo area. It's plenty of room for two people involved in outdoor activities. Ski racks, bike racks and other accessories can be attached to the beefy roof rack rails.

Front and front side-impact airbags come standard; new for 2001 is a more sophisticated airbag management system that activates only the belt tensioner for a belted occupant in a moderate collision, saving the airbag for unbelted passengers and/or really serious crashes. The system also shuts off both the belt tensioner and the airbag on the passenger side if that seat is not occupied, saving repair costs after an accident. Also standard (on all but the convertibles) are head-protection airbags that deploy from the headliner along the length of both sides of the cabin. Rear side-impact airbags are optional.

Driving Impressions

Don't hesitate to choose the 325i if you just can't see your way to shelling out for the 330i. For $7,000 less, you still get an outstanding sports sedan. You may never miss the extra power of the 330i, and you certainly won't miss the increase in monthly payments. The 2.5-liter engine doesn't develop the urgent thrust of the 3.0-liter. But there's plenty of power here, and it's delivered smooth and linear with no significant dead spots or rushes. Just strong, gradual propulsion. It's so smooth, that it's easy to rev past the redline to where the rev limiter cuts back on the throttle. BMW's Double VANOS variable-valve timing helps both engines provide plenty of torque (the force that makes a car jump when you hit the gas) throughout the rev range.

For a real kick in the pants, the 3.0-liter delivers more gusto at the top of the rev range, yet is surprisingly strong at lower engine speeds, too. BMW claims a 0-60mph time of 6.4 seconds, vs. 7.1 for the 325i. Both models top out at an electronically limited 128 mph.

Changing gears with the five-speed manual gearbox is a smooth, satisfying operation. The shifter uses longer throws than in a sports car, but it's a precise movement befitting a world-class sports sedan.

The automatic transmission works superbly, always keeping the engine in the optimal power range. All automatics are five-speed Steptronics. Pulling the lever to the left allows auto-manual downshifting and upshifting. This can be useful and entertaining in stop-and-go traffic. But the real feature of these transmissions is how well they work in the automatic mode. Shifting is smooth and precise and the driver almost always feels the transmission is working as part of the team, rather than fighting against driver and engine.

At highway speeds, the 325i is extremely stable. I found it difficult to obey the 55mph speed limit around Washington's Capitol Beltway, and impossible to stay within the law on Maryland's back roads. The suspension is tight, feeling like fine machinery. The 325i isn't as quiet, nor does it ride as smoothly as the best luxury sedans from Japan, but this is by design. Instead, the 3 Series puts the driver in touch with the road. You hear and feel what's going on, though the outside world is muted well enough to ensure comfort. It's a balance that BMW masters. The stiff chassis structure allows the suspension to dampen irritating road vibration, reducing the chance of squeaks and rattles.

Steering response is more like that of a sports car than a luxury sedan. There's little play in the steering and the feeling is one of directness. This car goes exactly where you point it. Unlike the over-boosted power steering found on many other luxury sedans, the BMW's steering provides a real feel of the road. This car handles curves with aplomb, gripping through aggressive cornering maneuvers. When the tires finally let go, the resulting slide is still fairly easy to control, though it requires a bit more skill than in a front-wheel-drive car.

Brakes are even more important to going fast than horsepower, and the 3 Series provides excellent stopping power. On a familiar twisting, bumpy, gnarly road, I slammed on the brakes both in a straight line and while turning, the latter a real no-no. Either way, the 323i brought me to a quick, uneventful stop. The anti-lock braking system was hardly needed on the dry pavement because the tires offer good grip and the suspension does its job, keeping the car stable and minimizing nosedive, so that the rear tires can contribute to the effort. As a result, this car stops very quickly, and it's easy to control in a panic braking situation.

While front-wheel drive has its merits, pure race cars use rear-wheel drive. Enthusiasts prefer rear-wheel drive because they can actually steer the car with throttle inputs. The payback for this added element of control can be a skittish rear end, particularly on slick surfaces, a condition known as oversteer.

Summary

There's more to this 3 Series line than just BMW cachet. These cars offer a truly satisfying driving experience. They are equipped with rear-wheel drive and an available five-speed gearbox, and BMW's commitment to this combination speaks volumes about its priorities.

Other cars in this price range surpass the 3 Series in significant areas. The Lexus ES 300 is smoother and far quieter, and the Acura TL provides more equipment for less cash. But those are near-luxury cars, while the BMW is a true sports sedan. If driving satisfaction is top priority, one of the 3 Series models should top your shopping list.

Source By : http://www.nctd.com

2001 BMW 5 Series review

2001 BMW 5 Series
The benchmark for luxury sports sedans.

By Mitch McCullough, Editor-in-Chief

Overview

BMW's 5 Series remains the quintessential midsize luxury sports sedan. Each model presents a distinct personality and price range, and all are wonderful cars in their own right.

The 5 Series sport wagons (525iT and 540iT) are fantastic. They offer much better handling than any sport-utility vehicle and better performance than most sedans; judged logically, they make a lot more sense than BMW's own X5.

A new 525i sedan drops the price of entry for 2001, and some minor styling revisions freshen the appearance of all models.

Model Lineup

BMW's 5 Series comprises three sedans and two wagons. Retail prices for sedans: 525i ($35,400); 530i ($39,400); 540iA ($51,100); 540i ($53,900). Wagons: 525iT ($37,200); 540iT ($53,480).

525i, 530i, and 525iT sport wagon come almost identically equipped with a long list of standard equipment and leatherette (vinyl) upholstery. Montana leather upholstery ($1275) is optional. The 530i gets automatic air conditioning, instead of the manual controls on the 525 models. Both now come with 16-inch wheels, but with a different design to distinguish the 530i.

525i, as its nomenclature suggests, comes with a 2.5-liter fuel-injected six-cylinder engine. This is a new double overhead-cam inline-6 with BMW's Double VANOS system, which means it has variable valve timing for strong power and good fuel economy at all speeds (184 horsepower and an EPA-estimated 20/29 miles per gallon city/highway).

530i comes with a more powerful 3.0-liter six-cylinder engine that generates 225 horsepower and 214 pounds-feet of torque. (This is the model we tested for this review; it's the successor to the 528i.)

All three models come standard with a Getrag five-speed manual gearbox, though the ratios are specifically tuned for each. An optional five-speed automatic transmission ($1275) is available that features adaptive shift logic and a Steptronic shifter; the Steptronic works just like a regular automatic in normal mode, but the driver can slap it over to the left and shift manually when desired for better control on winding roads or heavy commuter traffic.

540 models are powered by a 4.4-liter V8. This twin-cam four-valve design with the variable valve setup generates 282 horsepower and 324 pounds-feet of torque. Woof! The 540 models come standard with Montana leather upholstery, burl walnut trim, automatic air conditioning, xenon high-intensity discharge headlamps, .

540iA is a luxury model that comes standard with the five-speed Steptronic transmission, a self-leveling rear suspension, 16-inch wheels and 10-way power seats.

540i is a special sports model with a 6-speed manual gearbox, sports suspension with firmer springs and shock absorbers, specially tuned anti-roll bars, a lower ride height, and 17-inch wheels with larger rear tires. The 6-speed is distinguished with Shadowline exterior trim, 12-way power sport seats and a three-spoke sport steering wheel.

An optional Sport Package with sports suspension, 17-inch wheels and other hardware is available for all models; it ranges from $1,500 to $2,800, depending on the model.

All 5 Series models come with a comprehensive array of safety features: Seatbelts use automatic tensioners and force limiters, and automatically adjust the upper anchor point as the seat is adjusted back and forth. In addition to dual two-stage Smart front airbags (that can detect whether someone is in the passenger seat, all models come with front door-mounted side-impact airbags and BMW's unique Head Protection System, which deploys tubular inflatable cushions in the areas of the front occupants' heads. Rear seat side-impact airbags ($550) are an option and can be activated and deactivated at any time by the dealer. This is in addition to anti-lock brakes and an electronic stability program.

(See separate NewCarTestDrive.com review for the M5.)

Walkaround

For 2001, BMW revised the styling of the 5 Series, including a reshaped front kidney-shaped grille, new front lighting units, a new front spoiler, new round front fog lights, new rear lighting clusters with red LEDs for improved reliability and longer service life, body-color side moldings and bumper strips.

Otherwise, the 5 Series remains instantly recognizable as a BMW with its beautifully proportioned lines, and elegant front and rear fascia. The overall shape of the 5 Series body is a well-done evolution of a handsome basic design that dates back more than two decades.

5 Series sport wagons differ visually from the sedans only aft of the C-pillar, where an extended roof and tailgate replace the sedan profile and trunk lid. The tailgate has a commendably low opening, giving access to the luggage bay right down to bumper-top level; if smaller items are to be loaded aboard, the rear glass can be raised separately. The 5 Series sport wagons offer a larger cargo capacity than the new BMW X5 sport-utility.

The 5 Series body shell is extremely rigid, a plus in terms of both safety and noise reduction. With its low 0.30 coefficient of drag, the 5 Series is one of the most aerodynamically efficient sedans on the market. Foam-filled body cavities and well-designed door seals help keep noise at bay.

Interior Features

The 5 Series interior gets high marks for comfort and appearance. Trim is sumptuous. The leatherette that comes standard on 525 and 530 models is attractive, with brushed-aluminum accents. The bucket seats feel like buckets; they wrap around your lower back and derriere. Our car did not come with a Cold Weather Package ($600), so we missed the heated seats.

Our 530i came trimmed in soft gray leather with beautiful Vavona wood trim panels discreetly applied to the center console, dashboard and door panels. This was part of the Sport Premium Package ($4300), which also includes the sports suspension and other features. Ten-way seat adjustments and a power tilt-and-telescopic steering column help the driver fine tune seating position.

The 5 Series center console is much more elegantly designed than the somewhat disappointing console in the 3 Series cars. The little cubbyhole with the roll-up lid and the slot for pens on top of the console seem out of place in an otherwise beautiful 5 Series interior, however. The 5 Series perfunctory cupholders show BMW is still struggling, or is not concerned, with this most American of features.

Studying the audio system owner's manual is needed to fully master the BMW Business CD Car Radio as it's called. It automatically changes volume according to speed, ties into a cellular telephone, and has tuning features useful for traveling from city to city. Once you're reading is done, you should be able to tailor station selection, tone controls, and other settings to your preferences. It's a good-looking system with buttons linked to fields displayed digitally.

The map lights work very well, but a compass would be useful. A nice sport steering wheel that came as part of our Sport Premium Package is elegantly designed without the big pillow associated with older style airbags. It has all kinds of buttons on it to control audio and other functions that may require a trip to the owner's manual to fully master.

Driving Impressions

The 530i's engine is smooth and responsive. It glides along quietly when cruising, feeling like finely engineered machinery. Freedom from vibration is an inherent benefit of inline-6 engines, and BMW's are among the best.

Nail the throttle and there's a growl akin to BMW's race engines. There's also instant throttle response: the 530i takes off like a rocket.

The 530i we drove offers an excellent balance with high-performance throttle response and handling without the expense of the 540i, which gets stuck with a $1300 Gas Guzzler Tax. On the other hand, the 540i offers an incredible 324 pounds-feet of torque for brilliant acceleration performance. The 525 represents an excellent value and we're eager to test it with the 2.5-liter engine.

From 0-60 mph, the 530i is about a half-second quicker than a 525i; you can feel that. Our 530iA was capable of accelerating from 0 to 60 mph in about 7.5 seconds; it could perform this with the manual transmission in 6.8 seconds. By comparison, a 525i accelerates from 0-60 in 7.3 seconds with the manual, 8.0 seconds with the automatic. At the same time, the 530i returns an EPA-estimated 21/30 mpg city/highway, though that drops to just 18/26 mpg with an automatic transmission. All these BMW engines require premium unleaded fuel.

Both the 2.5-liter and 3-liter engines are updated for 2001: A fully electronic throttle system replaces the electromechanical type. As a result, throttle response is even more precise than before. Also, a new intake manifold and increased valve lift improve performance.

We've tested the 540i in the past and found the 32-valve V8 to be quiet and unobtrusive, making itself heard only when pushed hard. When pushed hard, it's powerful, covering 0-60 mph in just 5.8 seconds with the manual, 6.1 with the automatic. The V8 has not been changed this year.

The 5 Series BMWs offer superb handling, regardless of suspension package and powerplant. They are true sports sedans, tracking precisely through corners with minimal body roll.

For the ultimate in razor-sharp road behavior, the Sport suspension package is the choice. Stiffer springs and shock absorbers result in a slightly harsher ride quality, but enthusiasts may find this tradeoff in comfort is more than made up for by driving pleasure. Our 530i was equipped with this package and it reacted crisply to steering inputs. Rippled pavement in downtown Washington was quite noticeable through the seat of the pants. For most people, the standard suspension (which is hardly standard) is probably the better choice.

Our 530i's Steptronic automatic transmission was excellent. It responds quickly to a tip of the throttle, dropping down a gear or two as needed. Equipped with adaptive electronics that tailor shift programs to driving style,. A sport shift program is followed whenever the 528i's transmission selector is in the third gear position, or the 540's lever is in fourth. BMW's manual transmissions work with precision and smoothness.

Traction control and anti-lock brakes are standard on all models. BMW's system of traction and cornering-stability enhancement, called Dynamic Stability Control, along with Dynamic Brake Control come standard on manual-transmission 540i sedans and are optional on 528i models. Dynamic Stability Control is a computer-controlled system that uses inputs from a variety of onboard sensors to selectively apply braking force and reduce power to individual wheels to counteract skids. Dynamic Brake Control reinforces the driver's pedal effort in emergency braking situations.

BMW's brakes are absolutely superb: They feel solid, like there's a direct connection between driver and brakes. They slow the car right now, but at the same time are easy to modulate, not grabby like some of the power brakes on old American cars.

Summary

Great cars abound in the mid-size sedan segment. Driving so many good ones can make us wonder whether BMW still has an edge. Climbing back into the 5 Series quickly dispels such notions, however. These sedan remain the benchmark for luxury sports sedans.

It isn't necessary to drive these cars up Spa's Eau Rouge to appreciate their exemplary handling. They track like they're on rails when cruising around sweepers on America's Interstates. Their suspensions offer a great balance between controlled ride quality and precise handling, though the sports suspension transmits road imperfections.

Source By : http://www.nctd.com

2001 Buick Century review

2001 Buick Century
Old-fashioned comfort and practicality.

By Ted West

Overview

Buick Century emphasizes comfort and practicality. Bench seats provide plenty of room for six people and its V6 engine is strong but frugal. Its flavor is plain-vanilla, but its popularity as Buick's best-selling model shows that vanilla is popular with many, many folks. Its design is one you can count on. Everything is exactly where you think it should be and everything works exactly how you think it should.

Model Lineup

Two models of the Century are available: the Custom ($19,840) and the Limited ($22,871).

The Limited is distinguished by Magnasteer variable-effort power steering, leather upholstery, cruise control, the OnStar global positioning and communications system, a driver's side-impact air bag, and other luxury equipment.

A Special Edition model comes with a blacked-out grille, black door header moldings, and body-colored fascia and side moldings heralding a long list of standard luxury equipment. Since special wheel trim is also included, the package costs $1486 on Customs with bolt-on wheel covers, $1786 on Customs with aluminum wheels, and $1680 on Limiteds.

Standard on all Century models are keyless remote entry, power locks, daytime running lights with Twilight Sentinel automatic light control, anti-lock brakes, traction control, tire-inflation monitor and theft-deterrent.

Walkaround

No one has ever accused the Century of being trendy or glamorous. Some would call the styling bland. The Century was designed to perform its duties quietly and faithfully without drawing attention. And it does this well.

With its traditional grille and roomy interior, the Century is unmistakably a Buick. It shares the same smooth, organic form as the more expensive Buicks, but it's far less expressive. Many find this understated appearance appealing.

The Special Edition's blacked-out grille is a gesture in the direction of European panache, and its handsome polished aluminum wheels are, for this car, almost startling. These attractive wheels make a bold styling statement against the backdrop of the car's otherwise neutral appearance.

For 2001, all Century models have acquired an inside-trunk escape handle. And the recommended oil-change interval has been extended to 10,000 miles.

Interior Features

Century's understated exterior styling theme continues inside. The dashboard is traditional American, and on the spartan side by today's standards. Instrumentation is limited to a small analog speedometer, a water temperature gauge and a fuel gauge. On the lower left and right of the dash are two circular warning-light complexes, each split three ways in pie-chart fashion. The left three warning lights indicate problems with oil pressure, battery charge or anti-lock brake circuitry. The three indicators on the right warn that the seatbelts are not fastened, the parking brake is on or the air bags are not initialized to function properly. Century comes standard with dual air bags and, oddly, a driver's side-impact bag only on Limited.

Our Special Edition interior was finished in earth tones. We think it could use a little more excitement inside. But the six-way power seats work well and provide a generous range of adjustment. Power driver and passenger seats are part of the Special Edition package. In standard trim, the Limited has a power driver's seat, and the Custom has manually operated seats; but power seats are available separately as a $330-per-seat option. In any case, both front seatbacks adjust manually.

Limited and Special Edition have steering-wheel-mounted audio controls. Sprouting from the thin wheel's four spokes are buttons for: Seek, Scan, AM/FM, Source, Mute and Volume (Limited and Special Edition only). Generally, such remotes are useful, but the Century system had its problems. We constantly tapped Seek by accident while wheeling the Century in and out of parking spaces, losing our selected station. Also annoying is that these steering-wheel controls are illuminated whenever the lights are on, and after a while the plastic buttons become hot to the touch.

Befitting a Buick, the front and rear seats are roomy and comfortable, and rear headroom is excellent. Our Century Special Edition featured handsome leather upholstery. The trunk is generous, as is expected of a Buick. A useful cargo net is supplied, but opening the trunk requires using a separate trunk key instead of the ignition key. This is a long-standing GM inconvenience that should have been corrected way back in the 20th century.

Driving Impressions

Under the hood, the 2001 Century has plenty of good news: a 3.1-liter V6 that delivers 175 horsepower at 5200 rpm, and 195 pounds-feet of torque at 4000 rpm. Called the 3100, it's a solid and conventional engine, with overhead valves and sequential-port fuel injection.

The 3100 V6 provides a crisp, authoritative response. That's encouraging: A keynote of Buick heritage is that the big cars from Flint were historically expected to deliver vigorous performance. What is even more impressive about this engine is that, in addition to providing plenty of power, it also produces excellent fuel mileage, with 20 miles per gallon in the city and a whopping 30 miles per gallon on the highway.

The 3100's power is delivered through an electronically controlled four-speed automatic transmission. It shifts smoothly, but otherwise its performance is only adequate. Kick -down response is slow when compared with the latest automatic transmissions found in high-priced vehicles. Electronic traction control, which comes standard, reduces wheel spin for improved control on slippery surfaces. Also standard is an antilock brake system (ABS), which allows the driver to maintain steering control of the car in a panic braking situation.

Century's front suspension is a MacPherson strut design, while its rear suspension is a multi-link independent using a coil-over strut. This setup is tuned for a smooth and soft ride when cruising on smooth, straight highways at normal speeds. This soft, "boulevard" ride is traditional for Buick, but results in undistinguished handling in any sort of vigorous maneuvering: The Century leans when driven quickly through corners and it floats and wallows at high speeds over wavy surfaces. This tends to isolate the driver from the road.

Summary

Buick Century is modest-looking yet generously equipped. It is a utilitarian four-door sedan. It was designed to provide long, workmanlike service for those who appreciate the traditional Buick values, that is, a premium vehicle at an affordable price.

The Century's engine is very satisfying, and its ample interior space is sure to please traditional Buick buyers. Its soft ride should also please longtime Buick owners, who are extremely loyal to the brand. The Century is one of GM's best-selling midsize cars; Buick sold more than 143,000 of them in 2000.

However, the over-the-road personality of the Buick Century looks backward to the sensibility expressed in earlier American large sedans, not forward to the more international vision of the fully balanced sedan of the future. But for now, Century is still finding buyers whose values are rooted in the past-while Buick has other models that look enthusiastically to the future.

Source By : http://www.nctd.com

2001 Buick Regal review

2001 Buick Regal
Mid-size performance, the Buick way.

By T.J. Cobb

Overview

Despite its carefully cultivated conservative image, Buick has a long history of building performance cars. But understand this: Buick builds performance cars on its own terms. Back in the '60s, the Buick Skylark GS was the silkiest, quietest, most refined muscle car ever to chase down a Pontiac GTO.

You might call today's Regal GS the spiritual heir to those big-muscle Skylarks, especially as it can match Pontiac's nifty Grand Prix GTP stride for stride, sprinting from 0 to 60 mph in about 6.5 seconds. That's quick acceleration by any measure and particularly for a conservative-looking mid-size family sedan. Yet Regal sacrifices none of the virtues that make Buicks "Premium American Motorcars." Those virtues include roominess, a smooth ride quality and a long list of features.

Model Lineup

Two models are available. Regal LS starts at $22,845. GS retails for $26,095.

The major distinction between the LS and GS lies beneath the hood. The LS is powered by a normally aspirated version of GM's ubiquitous 3800 Series II V6, rated at 195 horsepower and 220 pounds-feet of torque. The GS is motivated by the supercharged edition, with 240 horsepower and 280 pounds-feet of torque. GS also comes with a higher level of standard equipment, including a crisper Gran Touring suspension and GM OnStar communications system.

Both engines drive the front wheels through four-speed automatic transmissions, though the GS has a heavy-duty version to handle the extra torque of the supercharged engine. The GS also has 16-inch aluminum-alloy wheels with slightly more aggressive tires, and firmer suspension tuning. However, the 16-inch wheel/tire package can be added to the LS, as can the handling upgrade, with the Y56 Gran Touring Package ($600).

New for 2001 is the limited-production Olympic Edition (a $1415 package on GS, $3246 on LS). Created to commemorate Buick's support for U.S. Olympic athletes, the Olympic Edition Regal comes only in Gold Metallic, Silver Metallic, or Graphite Metallic, with exclusive Sandrift lower body panels. The Olympic logo on tail lamps and floor mats, and Storm Gray accents for the grille and wheel centers further distinguish this special Regal. Taupe leather will be the only available interior. Olympic LSs are upgraded with OnStar and the Gran Touring suspension, and all Olympic Regals will feature a power sunroof and an eight-speaker Monsoon audio system with steering-wheel-mounted controls.

Olympic Edition colors were chosen by fashion designer Joseph Abboud, and Buick says that more Abboud-designed special editions may appear at mid-year.

Walkaround

If you have any lingering doubt that General Motors can build dramatically different cars using the same basic chassis, compare Buick's Regal and Century. These two share the same platform (along with the Pontiac Grand Prix and Oldsmobile Intrigue). Aside from basic dimensions, however, they are as much alike as milk and champagne.

Regal looks clean, nicely proportioned and free of excessive bright trim. Its S-curved belt line and full-width tail lights confirm its Buick identity, even though its horizontal-line grille departs from Buick tradition. For 2001, both models will have the body-color grille, black trim, and body-color Buick lettering on the rear bumper. Also new for 2001 is an escape handle in the trunk, plus additional insulation in the rear wheel houses.

Interior Features

The Regal is the sportiest of the Buicks, a trait that's reflected inside. Although the controls and instrument panel design look tame compared to a Pontiac Grand Prix, it's pretty daring by Buick standards. An attractive cowling curves over the instrument panel and the dashboard, in turn, sweeps nicely into the door panels.

Major instruments are readily visible through a large, leather-wrapped steering wheel. Optional auxiliary audio controls are built into the upper wheel spokes, and you can honk the horn by pressing on the center of the hub, which houses the driver's airbag.

Regal's bucket seats, covered in leather in GS models, don't offer quite as much lateral support for tearing down winding roads as those in the Pontiac GTP. Regal's seats are more comfortable for long trips than those in the Pontiac, however. On LS as well as GS, they are six-way power adjustable. Heated outside mirrors are standard on all Regals. Optional heated front seats ($225) would be a welcome addition in the depths of a northern winter.

Part of GM's formula for winning the mid-size sedan wars is packing in more comfort and convenience features than its target competitors, and the Regal is rolling proof of this. Just hitting the highlights, the Regal LS comes equipped with dual-zone air conditioning; excellent audio; power windows, mirrors and door locks; antilock brakes (ABS) and low-speed traction control.

The GS is loaded. Rather than detail its contents, we suggest you study the data panel; it'll take awhile because there's a lot to read. However, one thoughtful item does bear mention here, a warning light to let you know when you have low pressure in one or more tires. Low pressure is the prime cause of reduced tire life and can substantially reduce traction, particularly on wet pavement.

Interior room is a major asset of the Regal. There's plenty of space up front, which you'd expect, and plenty of space in back, which you might not. Unlike many mid-size cars, three adults can sit back there comfortably, without territorial squabbles or contortions, and they can do so for extended periods. Moreover, because the rear seats are slightly elevated, rear-seat occupants have a good forward view, to help them critique your driving. The center seating position isn't quite as comfortable as the outboard spots, and it lacks a three-point belt, but in general, the Regal shames its import competition for rear-seat roominess.

The rear seat splits and folds down to make hauling long items such as skis and fishing rods easier and more convenient. An integrated child safety seat is optional. Speaking of safety, the Regal stacks up as contemporary, though not outstanding. Anti-lock brakes and traction control come standard. It has the required dual front airbags. A side-impact air bag for the driver's seat is standard on GS and on leather-trimmed LS models, but is not available for the passenger side.

Driving Impressions

Thanks to its excellent torque, the 3800 Series II V6 that comes in the Regal LS can haul this big sedan out of the blocks in a hurry. This is an excellent engine and it delivers 200 horsepower. The Series II V6 has stood the test of time, but has also been refined over the years and is widely used by General Motors. Projected fuel economy is 20/29 miles per gallon city/highway.

Though it's a good engine, the normally aspirated 3800 pales next to its supercharged counterpart in the Regal GS. Supercharging adds 40 horsepower to the output of the 3800 V6, but the bigger benefit comes in the form of mass quantities of torque. While the Regal LS comes with 225 pounds-feet of torque at 4000 rpm, the GS boasts 280 pounds-feet at a more useful 3600 rpm. Torque is that force you use to get off and running when the light turns green, or to pull out for a pass on a two-lane highway; the Regal GS performs both of these tasks with gratifying zeal.

This zeal is habit-forming. Because the Regal GS is so quiet, its power means that it requires some extra attention to the speedometer as the supercharged V6 quickly tows the Regal beyond legal speed limits. Punch the throttle from a standstill and the Regal GS will exhibit a bit of torque steer, a gentle tug on the steering wheel at full throttle, but this trait becomes almost transparent after a little familiarization.

Regals are equipped with a four-speed automatic transmission. Both LS and GS come with traction control, although the LS uses only engine modulation to reduce slipping, while the more sophisticated "full-range" system on the GS uses the brakes in addition to engine power controls to reduce loss of traction on slippery surfaces.

Even with its stiffer Gran Touring suspension package, which comes standard on the GS, the Regal isn't quite as athletic as the Grand Prix GTP. On the other hand, its ride quality is distinctly smoother and more compliant. And it does handle well. The Gran Touring suspension includes touring tires for better steering, handling and control. The front springs and front stabilizer are stiffer, while a rear stabilizer bar is added. Rear shock absorbers and front struts are tuned for higher dampening rates for more body control. The Gran Touring package also includes GM's MagnaSteer, the variable-assist power rack-and-pinion steering that provides easier steering at low speeds but increased steering effort at higher speeds for improved steering feel. As a result, the steering is accurate and exceptionally quick.

Likewise, braking performance is a definite cut above, with good control and pedal feel. The Gran Touring package comes with larger front brake rotors to increase braking response.

Summary

The Buick Regal is an excellent blend of posh and performance, with plenty of space and many features. Buick's sportiest sedan, the Regal GS, is one of the hottest mid-size sedans you can buy.

Source By : http://www.nctd.com

2001 Chevrolet Impala review

2001 Chevrolet Impala
Mid-size performer offers handling and interior room.

By Phil Berg

Overview

Chevrolet Impala is a capable mid-size sedan introduced as a new model in 2000.

The name Impala is resurrected from the stylish mid-size sedan from the 1960s that achieved such strong sales success. The fleet-footed animal in the logo promises grace and performance, and the current car delivers.

Equipped with its powerful 3.8-liter V6, the new Impala is quick, and more responsive than the six-seat models from Toyota, Dodge, Ford and Buick. It shares its platform with the Pontiac Grand Prix, and offers competent suspension tuning, distinctive looks, and plenty of interior room.

Model Lineup

Two models are available, both four-door sedans. The base Impala uses a 3.4-liter, 180-horsepower V6 and starts at $19,149. The base 3.4-liter V6 also sees duty in the Pontiac Grand Am and Oldsmobile Alero.

LS ($23,225) gets GM's proven and highly competent 3.8-liter V6, which produces 200 horsepower. Besides the larger engine, the LS comes standard with larger (16-inch) aluminum wheels, quicker steering, traction control, anti-lock brakes, and a wide range of electric amenities. The 3.8-liter engine is shared with the Buick Regal and Lumina LTZ.

Walkaround

The Impala is slightly shorter than the Lumina four-door sedan, but it looks bigger on the road with its upright windows and roof pillars and longer greenhouse. The Impala is a whopping 9 inches shorter than a Dodge Intrepid, yet it's slightly larger in total interior volume than either the Intrepid or the Lumina.

The most significant styling cues are the headlight and taillight clusters, which use a unique combination of round lights clearly visible from behind trapezoidal covers. It's an aggressive new look for a Chevy sedan, so you'll easily spot an Impala in traffic. If you don't like the boy-racer spoiler on the decklid of the LS model, it will cost you $175 to delete it.

The optional ($600 on base models) anti-lock brake system includes a tire-pressure warning monitor. The availability of a base car without anti-lock brakes bucks a trend at GM to equip all cars with ABS; Chevy explains that some of its customers prefer cars without it.

New for 2001 is the addition of GM's OnStar system as standard on the LS and optional on the base model. OnStar is a customer-service network linked to each car via satellite. It's one of those convenience features that you may never notice during daily use, but it's nice to have if something goes wrong. The system can notify network representatives of the car's location to assist in providing emergency roadside assistance or to help track it if it is stolen. It automatically notifies the OnStar network when the airbag has been deployed, and operators will dispatch emergency crews to the spot unless you respond to their calls.

Interior Features

The Impala is noticeably roomy inside. With 122 cubic feet of interior volume, it is 6 cubic feet more spacious than the Lumina. So what magic did Chevrolet perform to make the Impala shorter, yet larger inside than the Lumina? Interior space was gained by designing a high roofline with more vertical sides, carefully rearranging the rear bulkhead, and moving the seats slightly outboard.

Base models come with a three-seat split bench in the front; LS models come standard with just two front seats, though the bench seat is optional. Chevy expects most buyers will choose the three-in-front arrangement. From the driver's seat you get the impression that the car is huge inside, likely because you sense a notable distance to the right-side passenger.

Chevy Impala's rear seat area is shorter on legroom than the cavernous Dodge Intrepid, but better than the Chevy Lumina, Ford Taurus, or the archaic Ford Crown Victoria. The seat position in the rear is comfortable and relatively high, which makes it easy to get in and out. There are three shoulder belts in the rear, as well as child-seat tethers. The rear seat is split 60/40 and folds down to allow bulky items to protrude from the trunk; that's handy if you're a Home Depot regular.

Two interior colors are available, an unusually loud mustard brown and a more conservative gray. It's easy to orient yourself inside the Impala. Controls are logical, work smoothly, and are easy to see. They follow the function of those in the smaller Malibu, but they're bigger.

At first glance, the seats look flat, like semi-benches, but when you sit in them, they provide good support on your thighs and your back. They feel like bucket seats. The center passenger in the front has to straddle the split between the front seats. A slight hump down the center accommodates the exhaust pipe; that hump hampers legroom for the front center passenger.

The headliner and ceiling are specially padded. Chevy says this design will pass the federal head injury requirements scheduled to come into effect for all cars in 2003. A seat-mounted side airbag for the driver is an option.

Driving Impressions

The new Impala feels like a big luxury car when compared with a Ford Crown Victoria or Toyota Avalon. The Crown Victoria feels unrefined when you drive the cars back to back. The Toyota feels bland by comparison.

The view out of the Impala is good, and particularly helpful are the small quarter windows that split the rear pillars. The creases on the hood give you a good perspective for judging where the front of the car is, handy for parking a big car in compact spaces. The rear decklid, however, seems high, so care is required when backing up.

Handling is surprisingly quick and sharp in the Impala. This is not the wallowing live-axle barge from the 1960s. One reason is the use of a huge aluminum engine cradle subframe to hold the drivetrain, thus isolating vibrations and making the car more rigid. A monster dashboard bulkhead made of light and strong magnesium adds to the rigidity, which gives the car a robust feel.

The Impala uses suspension and mounting structures that are different than the Grand Prix's, as are the driving characteristics. The LS we tested felt particularly good, with its quicker steering ratio. Both models, however, get a strut brace in front, as well as anti-roll bars front and rear. This hardware is usually found only on sports sedans. The engine cradle and dashboard structure lock the steering shaft down rigidly, so there are no excess wiggly movements. Chevy says a new link between the steering column and the steering gear contributes to better on-center feel at the wheel. On the road, the steering feels good, better than the Toyota Avalon.

The brake pedal feels firm and responsive. Braking is smooth and steady, and we applaud Chevy's decision to use discs at all four wheels, even on the base model.

Acceleration is brisk, though there's still an ever-present reminder that this is a front-wheel-drive car: Torque-steer rears its head during hard acceleration, especially with the more powerful 3.8-liter engine, felt as a slight tug on the steering wheel whenever you stomp down on the gas pedal.

Since you can get the big 200-horsepower 3.8-liter V6 as an option in the lower-priced base model, the Impala becomes the least expensive GM car powered by this gutsy pushrod engine. Chevy claims it will accelerate to 60 mph in 7.7 seconds, which is quick for this class.

The police package cars will get the higher-ratio gearing from the Grand Prix, and should be quicker still. Police may learn to like this car, even though front-drivers are still looked upon with trepidation by America's men in blue. The front steering knuckles for police versions of the Impala are made of steel instead of weight-saving aluminum, though Chevy says the aluminum knuckles -- as well as the rest of the car -- exceeded durability tests. Off the record, Chevy's engineers said the new Impala passed tests that projected its life span at 400,000 miles. These tests included curb hopping, which is not normally part of a new car's durability cycle.

Summary

When the Impala was introduced as a new model in 2000, Chevrolet was aiming for a car to carry the heritage behind that famous name. The result is a capable, quick, and fun car that drives nothing like Impalas of old. And that's good news. You can bet there was debate whether to dredge up the image of old ill-handling Impalas by resurrecting the name, but for younger generations who never knew the older versions of the car, "Impala" will mean something entirely different.

The Impala delivers excellent value among mid-size sedans, with decent handling, immediately recognizable design cues, and a long-list of amenities.

Source By : http://www.nctd.com

2001 Chevrolet Malibu review

2001 Chevrolet Malibu
Comfortable, practical, and affordable.

By Kevin Ransom

Overview

Once upon a time, the Chevy Malibu was known as a sporty car for true fun seekers. But that was a long time ago. These days, the revived Malibu nameplate is known for its combination of comfort, quietness, practicality and affordability.

A five-passenger mid-size family sedan, it competes head-to-head with the Ford Taurus, Honda Accord and Toyota Camry--the best-selling cars in America. But even with that kind of competition, the Malibu makes a good showing, with more than 215,000 sold annually.

Out on the road, Malibu also provides a good account of itself, boasting fine power and handling, with a V6 engine that comes standard on all models.

For 2001, Chevrolet has revised the exterior styling, updated the interior, and added some convenience features.

Model Lineup

The Malibu comes in two trim lines, base and LS. Both come standard with a 3.1-liter V6 engine.

The base model, priced at $17,020 (plus a $585 destination charge), offers a respectable line of standard equipment features: air conditioning, anti-lock brakes, 4-speed automatic transmission, rear-seat child security locks, battery rundown protection, AM/FM stereo, tilt steering column and tachometer. Power door locks and electric rear defogger now come standard on the base model.

The LS, priced at $19,300 (again, plus a $585 destination charge), comes with a nicer cloth interior. It also comes standard with a lot of equipment we take for granted nowadays: power windows with driver's side Express-Down feature, dual remote electric outside rear view mirrors, cruise control, 6-way power driver's seat, remote keyless entry, and custom cloth bucket seats.

Walkaround

Giving the Malibu's exterior a snappy new look for 2001 are the added black molded outside mirrors, black rocker moldings and optional black mudguards.

Three new colors have also been added for 2001-Monterrey maroon metallic, galaxy silver metallic and light driftwood metallic.

When the Malibu nameplate was revived in 1997, its styling was labeled plain-vanilla by the motoring press. But, while its styling means it may get lost in a crowd, it also means its lines will hold up better over time than some of the trendier designs. Though Chevrolet bills itself as being as American as baseball and apple pie, the Malibu's styling shares more in common with the (Japanese) Toyota Camry than it shares with the Ford Taurus. Indeed, the last-generation Taurus is a good example of the problem with a trendy design (plus it was just plain ugly).

Malibu's front fascia features a center grille and emblem that takes a styling cue from the Chevy Impala. Aluminum wheels or wheel covers and the new mudguards reinforce the fresh appearance. An optional spoiler ($175) is also available.

At 190.4 inches, the Malibu is a couple of inches longer than its primary Japanese competitor, the Honda Accord and Toyota Camry, but it is more than 7 inches shorter than its main domestic rival, the Ford Taurus.

Interior Features

When it comes to interior amenities, often the little things count. The Malibu's ignition switch, for example, is located on the instrument panel; it's plainly visible and reachable, instead of being hidden at the base of the steering wheel as it is on most cars. Another nice touch is the rotating air vents at the base of the A-pillars that can be swiveled outward to defrost the side window, allowing maximum visibility of the outside mirrors.

Then there are the six-way power seats, which offer up as many seating positions as we've seen in some high-priced luxury cars. Optional leather bucket seats ($595) are firm, supportive and comfortable. There's commodious front-seat headroom and ample legroom for a six-foot driver. Also earning our praise is the location of the stereo system. It's higher on the dash than on many cars, making it more easily operable.

For 2001, cloth has been added to seats and door panels and the shift handle now comes in ebony. A new retained accessory power feature, standard in the top-line LS model, allows you to keep listening to the radio for up to 10 minutes after the ignition key has been switched off or until a door is opened. Also standard on the LS are new cloth treatments and new map pockets on the backs of the front seats.

A few smart car features have been added for 2001 as well, including a delayed-headlamp feature that keeps the lights on a bit longer to give you time to make it from the vehicle to your house.

Our LS cabin's decor was done up in three shades of beige-to-sienna, a scheme that will seem bland to some, comforting to others. The fabric covering the headliner and pillars is plush to the touch, and the double-console configuration is spacious enough to house a half-dozen CDs and another five or six cassette tapes, each with their own notches. The T-shaped gearshift is a point of debate; some say it's homely.

Driving Impressions

Chevrolet's goal with the revived Malibu was to provide full-size ride quality and quietness in a mid-size car. On that front, Chevrolet succeeded. Separate steel subframes for the front and rear ends protect the cabin and its inhabitants from engine vibration and from harsh bumps. We were impressed with how well Chevrolet has reduced wind noise at high speeds with recessed door handles, a special windshield seal, and other anti-noise measures.

Chevrolet engineers also gave the Malibu a suspension that's significantly firmer than that of previous mid-size Chevy sedans. That means the Malibu handles more crisply-and minimizes body roll-in corners and during abrupt lane-changing maneuvers. The Malibu feels light and agile. Its steering responds quickly in hard-cornering situations. Overall, the Malibu rewards the driver with good feedback and sporty, predictable handling response. It handles as well as a Toyota Camry and nearly as well as an Accord. It handles much better than the previous-generation Taurus, which felt ponderous by comparison, but we haven't driven a Malibu back-to-back with the new Taurus.

Malibu's independent rear suspension is attached to a rear subframe, which yields a smoother ride as each rear wheel responds individually to varying road surfaces. That definitely made a difference when we took the Malibu out onto some suburban-Detroit dirt roads, which were freshly rutted after a post-blizzard thaw. Ordinarily, this would be a molar-rattling experience, but the Malibu fended off the bumps like a bigger sedan.

The Malibu provides plenty of power for merging briskly onto the freeway. The 3.1-liter V6 boasts 170 horsepower and 190 foot-pounds of torque.

The automatic transmission that comes on both Malibu models shifts smoothly. This highly efficient transmission monitors temperature, altitude and throttle position to determine optimum shift points.

Both models come standard with front disc and rear drum brakes with ABS. In both normal and emergency-stopping situations, the brakes are solid and firm, with no discernable fade or grab. ABS allows the driver to maintain steering control during severe braking situations by reducing wheel lockup.

Summary

Sure, the Chevrolet Malibu may not stand out in a crowd. But it delivers excellent handling, plenty of power, lots of headroom, and a quiet and comfortable ride.

Source By : http://www.nctd.com

2001 Chrysler Sebring Convertible review

2001 Chrysler Sebring Convertible
Dramatic drop-top styling and a spacious cockpit too.

By Bob Plunkett

Overview

For 2001, Chrysler rolls out a fresh design for the sleek Sebring Convertible. The new Sebring Convertible brings increased horsepower, while expanding the best attributes of the previous edition. For the past five years, the Sebring has scored as America's best-selling convertible, lauded for its sleek design, roomy back seat and attractive pricing.

This new Sebring Convertible was designed to maintain that leadership position, with generous room for backseat riders and best-in-class interior space. Its water-tight drop-top disappears behind the rear seat with the touch of a button.

Handsome new exterior styling looks dramatic with smooth lines similar to the new Sebring coupe and sedan. (Chrysler's Sebring Convertible, Sedan and Coupe have all been completely redesigned this year; they share the same sporty body style, but differ in engineering details.) Behind the slick shell is a stiff new structure, new suspension components that produce sporty ride traits, and a new engine charged to 200 horsepower.

Best of all, this new Sebring, like its popular predecessor, carries an attractive price, starting at just $24,370.

Model Lineup

The new Chrysler Sebring Convertible is available in three trim levels: LX, LXi and Limited. All come with the same double overhead-cam 2.7-liter V6 engine and four-speed automatic transmission.

Sebring Convertible LX ($24,370) comes with a high level of standard equipment, including a vinyl convertible top, premium cloth-covered seats, a floor console with cupholders and armrest, air conditioning, power windows, power door locks, and 15-inch steel wheels.

To that, the Sebring LXi ($26,830) adds a cloth-coated top, leather seats and leather-wrapped steering wheel, a CD player with six Infinity speakers, plus 16-inch cast-aluminum wheels.

Sebring Limited ($28,915) increases the luxury gear with premium leather on the seats, instruments with bright white faces and electroluminescent lighting, an in-dash CD changer for four discs, and a driver-interactive AutoStick shifter for the four-speed automatic transaxle.

Active safety equipment includes bigger four-wheel disc brakes. Optional is a sophisticated anti-lock braking system Chrysler calls ABS Plus ($565) designed to better balance braking forces at each wheel; this helps improve stability when braking and turning at the same time by counteracting yawing or swerving. ABS Plus comes with Electronic Brake Distribution (EBD), which distributes braking forces front to rear for better stopping performance.

Walkaround

Sebring Convertible shares its name and styling with a new two-door Sebring Coupe and four-door Sebring Sedan. Sedan and Convertible use similar chassis and suspension elements, and share the same V6 engine and automatic transmissions. Convertible and Sedan roll out of the same Chrysler assembly plant in Sterling Heights, Michigan.

The Sebring Convertible is not simply a Sebring Sedan with the roof chopped and a soft-top added. Instead, it was designed from the outset to function as a two-door convertible. As a result, its reinforced structure is so strong that the topless Sebring feels as stiff as a hardtop car and behaves with sporty characteristics.

It's also drop-dead gorgeous.

Smooth sheet metal stretches long and broad over a taut form with fluid lines patterned after the slick coupe. The overall shape is dominated by a prominent hood and cantilevered windshield that rakes rearward at an extreme angle.

A broad nose focuses on the Chrysler signature of an exaggerated oval air intake port inset with a dark egg-crate grille ringed in chrome. Narrow headlamps wrap around front corners above round fog lights flanking the grille.

Side panels with rolled shoulders flare in rings around wheelwells to draw attention to large wheels that include multi-spoke designs in cast aluminum for the LXi, and chrome alloy for the Limited. At the rear a spoiler lip arches over large corner lamps and the thick mass of a monotone bumper.

Interior Features

Sebring's passenger compartment is an expansive space filled with form-fitting seats and stylish design elements like chrome highlights or leather and glossy simulated walnut wood.

Generous room for riders stems from architecture that extends the windshield forward, abbreviates space for the engine, and increases the length and width of the cabin. High-back bucket seats are standard in cloth fabric for Sebring LX; the LXi gets leather trim, while the Limited comes with softer premium leather trim. Seats feel firm and comfortable; the driver's seat has six-way power adjustments.

A dashboard collection of round analog instruments, tucked beneath an arched cowl and ringed with chrome bezels, employs easy-to-read white-on-black graphics for LX and LXi; bold black-on-white graphics and electroluminescent lighting add zest to the instruments in the Limited.

Although the dashboard is essentially linear, there's a wrap-around feel to the cockpit. From the driver's seat you can easily reach the shift lever and the window and lock switches mounted on the door. A center console houses the transmission shift lever and a padded armrest. Above the console, a central stack of controls for the audio and climate systems shows large rotary dials in a simple scheme.

At the top of the dash, an available display provides compass headings, outside temperature readings, trip mileage, fuel economy and estimated distance to an empty tank -- useful information on trips or when out and about.

Unlike some convertibles, the Sebring provides enough room in the backseat for two adults to sit comfortably; and it's fitted with three-point seatbelts. Twin cupholders extend from the rear of the floor console. Front seatbacks tip and slide forward quickly for easy backseat entry, and the front seatbelts do not impede entry because anchors are integrated in top corners of the seatbacks.

Trunk space is also good for a convertible; the trunk will accommodate two golf bags stacked together.

The convertible top is a snap to operate. Simply unlock two latches located above windshield visors, then touch a single button on the dashboard and the lid folds quickly into a well behind the rear seat. Continue to depress the button and side windows will also drop out of sight. Reverse the process to seal the top shut -- it's quick.

You can hide the collapsed roof by covering it with a smooth boot that locks in place with Velcro taps; when not in use, the boot folds and stows in the trunk.

Driving Impressions

The streamlined styling of the Sebring positions this new convertible as a prime choice for cruising down the boulevards. Yet behind this slick skin are the ingredients of a sporty car charged with power and rigged with tight and precise mechanical elements that make it fun to drive over a curvy course.

We cruised the broad boulevards of Palm Springs in a Sebring LXi with the top down, basking in the warm California sun as the compact disc player spun a tune. It wasn't until we headed out of town, climbing high into the Santa Rosa Mountains on the switchbacks of snaky route 74, that the Sebring revealed its dual personality as both boulevard cruiser and sporty performer.

Step on the pedal to leap around traffic and it pounces like a cat catching prey. The V6 engine, displacing 2.7 liters out of an aluminum block fitted with dual overhead cams and multi-valve technology, produces 200 horsepower spread over a broad torque band. It can charge off the line at a stoplight, but still have enough guts at speed to surge ahead of other cars in a quick lane change. Despite the muscle, it earns respectable fuel economy and operates on 87-octane regular unleaded gasoline.

The electronically controlled four-speed automatic shifts quietly and efficiently.

To enrich performance, Chrysler adds to Sebring's Limited edition the AutoStick for shift-it-yourself control like a manual stick. Although the AutoStick is fun to play if you're in a sporty mood, for everyday use in urban traffic the standard automatic employed on LX and LXi editions may be more practical.

Sebring's steering mechanism, with power assistance linked to a crisp rack-and-pinion device, reveals a nice neutral feel.

The suspension, fully independent in short- and long-arm arrangement up front and a multi-link rear rig with stabilizer bar fore and aft, fashions smooth ride sensations. It excels in a set of curves by maintaining an impressively flat stance, even when pressed through a hard-cut corner. The super-stiff body, fortified by lateral braces to compensate for the convertible's lack of a unifying roof structure, plays a key role in achieving Sebring's taut ride traits.

All three trim choices use the same suspension components, but wheels and tires differ. The LX has 15-inch wheels, but the wheels for LXi and Limited bump up an inch larger and carry Michelin all-season tires. The larger tires feel more aggressive when turning, and ultimately improve Sebring's agility.

Summary

Chrysler's Sebring Convertible dazzles the eye with its sophisticated styling. It also comforts the body with a luxury-lined passenger compartment that carves out best-in-class space for four riders.

The power-operated pop-top drops in seconds with one-button ease to let the sun shine in or closes equally fast to block a sudden shower.

With strong power from the V6 engine and precise road manners derived from a stiff platform and independent suspension elements, Sebring defies the image of a loosy-goosy boulevard convertible and instead acts like a toned hardtop sports coupe.

All three trim choices contain the same essential ingredients including power-operated luxury gear, but prices skew to fit different budgets. Even the top edition, Sebring Limited, draws the bottom line well below $30,000.

Source By : http://www.nctd.com