2002 Saturn L-Series review

2002 Saturn L-Series
An out-of-this-world value?

By Ron Moorhead

Overview

For a company named after a planet, Saturn specializes in down-to-earth virtues, such as simplicity, economy, comfort and, yes, performance. Even Saturn's innovations are earth-bound practical: dent-resistant composite-plastic side panels, for example.

Add its focus on customer relations, and Saturn has drawn a very loyal band of followers to its compact S-Series cars. The L-Series, launched in 2000, gives those loyal owners a mid-size alternative at trade-in time. In keeping with the Saturn tradition, both sedan and wagon styles are offered.

For 2002, the L-Series packs even more value than before. Head-curtain airbags, automatic headlamps and ABS with traction control are now standard on all models, and all but the base-level L100 have four-wheel-disc brakes. New options include OnStar and a DVD entertainment center of the kind found previously only in minivans and SUVs. Other options have been grouped in new Value Packages for convenience and savings.

Model Lineup

Saturn offers three versions of the L-Series sedan and two versions of the wagon.

The sedan comes in L100, L200, and L300 levels. Wagons are designated LW200 and LW300, with equipment levels very close to those of the corresponding sedans.

A 135-horsepower 2.2-liter four-cylinder engine powers the L100, L200, and LW200. The L300 and LW300 are equipped with a 182-horsepower 3.0-liter V6. The four-cylinder engine can be ordered with a five-speed manual or four-speed automatic transmission, while the V6 comes with the automatic only.

Walkaround

Saturn's L-Series is based on the same structure as the Opel Vectra. (Opel, a highly respected German automaker, is a GM subsidiary.) While some changes were made, the L-Series retains its German heritage. This platform appears to have been an excellent choice because the body structure is very rigid.

In this case, this impressive structure is clothed in Saturn's trademark reinforced plastic-composite body panels. The composite resists rust and minor dents and dings. Unlike Saturn's smaller S-series sedans and coupes, the L-Series cars use steel for the rear fenders and trunk lid. Saturn engineers felt that a large car demands a large cargo area and that this area must have the added rigidity of steel.

Even though the L-Series is loosely based on the Vectra, Saturn's designers were adamant that their car display a strong resemblance to the rest of the Saturn family. And there is no mistaking the L-Series for anything but a Saturn. The car's rakish front hood and fender line, tied to the steep slope of the windshield; and the swooping line of the rear doors combined with the high rear deck signals your visual sensors that you are indeed orbiting a Saturn.

Interior Features

Sliding behind the steering wheel reveals another reason Saturn has enjoyed such success. The interior isn't full of gaudy, non-essential doodads. It is basic and practical, yet offers a splash of elegance most Saturn owners will welcome.

The seats are roomy and comfortable. Saturn designed them to provide big-car accommodations without a sofa-like experience. As a result, they are supportive without being restrictive.

Most controls are exactly where you would expect them to be. One of few complaints against previous Saturn vehicles was the vagueness with which the switches operated. Not so with the L-Series: Every switch and knob snaps, flips, or turns smoothly. Window switches are mounted on the center console, however, which is less convenient than having them on the doors.

The sound system is located above the heating, ventilation and air conditioning controls; audio controls are nice big knobs that are easy to operate while driving. The steering wheel spokes are set low at each side, which allows for easy use of the correct 3 o'clock and 9 o'clock hand positions. Wood trim in the center dash area looks out of place, however, and the two-tone door trim and mouse fur roof liner are not up to the standards of this class.

Driver and front passenger airbags are standard, of course, but so are front and rear head-level airbags, a feature not even offered in a lot of competitive cars. Compared to the smaller S-Series, the L-Series has a stronger, more substantial body cage, with stronger B-pillars and side-impact bracing in the doors. Energy-absorbing interior door panels further reduce the chance of injury.

The L-Series provides plenty of rear-seat legroom. Headroom is adequate for people who are just a shade over six feet tall, but it would still be wise to leave the Stetson at home. The rear seats split and fold down for additional cargo space.

Driving Impressions

The Saturn L300 sedan delivers excellent acceleration. Ours was able to blast out of South Florida's toll gates and rocket ahead of the cars of more leisurely drivers.

The power advantage of the V6 over the four-cylinder engine in this 3,100-pound car is quite noticeable, dropping 0-60 mph performance to a respectable 8.2 seconds. On the downside, fuel economy also drops from an EPA-estimated 24/33 mpg city/highway with the four-cylinder engine to 21/29 mpg for the V6.

As installed in the entry-level L100 and L200, the four-cylinder engine produces 135 horsepower, propelling those models from 0 to 60 mph in 9.8 seconds with an automatic transmission. That's not particularly quick. The automatic transmission is balky, slow to downshift and, in general, not responsive. The standard manual gearbox is a better match for the four-cylinder engine.

Much of the German engineering from Opel remains in the Saturn's suspension, and that's a good thing. Saturn increased Opel's suspension compliance for a softer, more comfortable ride. Yet it isn't so compromised that it eliminates the handling capability that the Germans designed in. The L-Series is agile for a four-door sedan. It's stable in high-speed turns. On Seven Mile Bridge in the Florida Keys, our L-Series did a good job of resisting 25-knot crosswinds. It absorbed road vibrations and provided a stable platform over roller-coaster roads outside of Phoenix.

Summary

Saturn believes in treating its customers well, and offering them value. The L-Series cars bring these benefits to the mid-size level.

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

2002 Subaru Legacy review

2002 Subaru Legacy
Practicality and all-weather capability.

By John Rettie

Overview

City cousin to the adventurous Outback, the Subaru Legacy features the same base engine and all-wheel-drive in a buttoned-down package that's both lower to the ground and lower in price. Legacy costs less than other mid-size sedans that don't offer all-wheel drive, and it easily motors past those other cars when it snows. It'll also stop much more quickly than an SUV, whether the roads are dry, wet, or covered with snow. Even when the roads are dry, the Legacy is fun to drive.

Model Lineup

The Legacy lineup comprises three sedan models and two station wagons. The sedan lineup consists of the L ($19,295), the GT ($22,895), and the GT Limited ($24,695). Wagons come in L ($19,995) and GT ($23,795) guise. (Look for a separate review of the Legacy-based Outback at NewCarTestDrive.com.)

All Legacy models are powered by Subaru's 2.5-liter four-cylinder boxer engine, which produces 165 horsepower. A five-speed manual transmission is standard; a four-speed electronically controlled automatic is optional ($800).

Legacy L models are equipped well, with anti-lock brakes; air conditioning; power windows, mirrors and locks; and AM/FM/cassette stereo.

GT models add a sport-tuned suspension, bigger wheels and tires, bigger front brakes, slightly different gear ratios, a limited-slip rear differential, sporty cloth upholstery and other features.

Limiteds get side-impact airbags, leather upholstery and a CD player. For 2002, Limited trim also includes an All Weather Package consisting of heated seats, heated mirrors, and windshield wiper de-icers.

Walkaround

Subaru represents many good things, but it has never been known for making beautiful cars. However, the clean lines and short overhangs of the Legacy give it a purposeful look. The more time we spent with it, the more its looks grew on us. Subaru's designers have come up with an attractive design that looks at home among its European competitors.

A high trunk line on the sedans lends a distinctive look, aids aerodynamics and increases cargo capacity. The profile tapers down from rear to front. A low hood line gives the Legacy a wedge-shaped stance. The cabin is relatively long with decent-sized doors and a fairly low belt line. All the door windows are frameless, which is quite unusual in a four-door sedan and gives the car the sporty look of a coupe. Simple cladding along the middle of the doors and along the sills adds character. The front of the car features a big grille and large headlights that fit flush with the bodywork.

Station wagons are the most popular Legacy models sold in the U.S. There is little difference between the sedan and station wagon variations other than carrying capacity and appearance.

Interior Features

The interior is far more contemporary than previous Subaru interiors; it was substantially redesigned for 2000. Switches and controls are all within easy reach of the driver, so stretching is not necessary. Drivers with short legs have complained of scant knee room, but most folks find plenty of head room and leg room. The seating position offers excellent visibility.

There are four round gauges in the instrument pod: a large tachometer and speedometer along with a smaller fuel gauge and water temperature gauge. They are well shaded and easy to read in all lighting conditions. The dash is covered in a nice black and gray plastic trim with a heavy grain finish. The Limited model has imitation wood paneling as well. The shifter surround is an attractive piece finished to look like brushed aluminum. The leather-wrapped steering wheel feels comfortable.

Climate and radio controls fall to hand conveniently in the center. The Limited model we drove featured a six-CD player with the changer built into the dashboard. The sound system worked well, though the tuning buttons are a bit small. Climate controls are above the audio controls and are straightforward and without frills. Window controls are conveniently located on the doors.

Rear-seat passengers will be pleasantly surprised by the Legacy's generous legroom, which is better than in many cars in its class. Headroom in the rear is adequate for those shorter than six feet. The moonroof, which is standard on high-line models, reduces about an inch of headroom.

There is a pass-through hole from the trunk behind the arm rest in the center of the back seat, but the sedan's rear seats do not fold down.

Driving Impressions

Subaru Legacy strikes an excellent balance between handling and ride quality. This car feels smooth, refined, and sure-footed. This balance comes from a combination of suspension design, all-wheel drive, and a low center of gravity aided by the horizontally opposed four-cylinder engine. Subaru and Porsche are the only two automakers who use this so-called boxer engine layout.

Subaru's all-wheel-drive system is one of the best in the business and it ensures power is distributed to all four wheels. This makes the car easier to control on dry pavement and is especially helpful when the road surface is slippery. Unlike part-time four-wheel-drive systems designed for off-road use, Subaru's system continuously redirects the power to the tires with the best grip, improving driver control. Also unlike part-time four-wheel-drive systems, Subaru's all-wheel-drive system adds little weight. The key to the system is a viscous coupling that is no larger than a grapefruit; this effectively replaces the hefty transfer case you'd find in a truck or SUV. (Legacy models with automatic transmissions use an electronically controlled clutch instead of a viscous coupling, but this is still a light and compact unit.)

The four-cylinder engine produces 165 horsepower, which is good for this size of car. More important, the engine generates good low-end torque, which is the force that propels you away from intersections and up steep grades. Subaru's engine is more powerful than the four-cylinder engines in the Audi A4, Honda Accord and Toyota Camry, and those are bigger cars. Under hard acceleration, the Legacy's four-cylinder engine sounds boomy at low rpm, but the boom quickly gives way to an enthusiastic growl at higher rpm.

The manual transmission is smooth and pleasant to use. It helps get the most out of the engine.

A well-designed gated lever on the floor controls the optional automatic transmission. It's a straight shot from Drive to Third and back, making it easy and fun to shift between them. Move it over into a dogleg to downshift to Second and First. Who needs a Tiptronic? Subaru's system even allows quick shifting between Drive and Reverse when turning around, yet there's never any doubt which gear is being selected. It isn't cumbersome like some older Mercedes-Benz gated shifters. Gear ratios are spaced well to make maximum use of engine power.

In regular driving on smooth dry roads it is all but impossible to notice that the Legacy has all-wheel-drive. It is transparent to the driver, which is as it should be. The steering feels nice and precise and there is no torque steer when accelerating hard.

Handling is very balanced. Dive into a corner with too much speed and the Legacy understeers mildly; lift off the throttle and it transitions into mild oversteer. Translation: it's easy to drive, even at the limit of the tires. That's good news if you're ever called upon for an evasive maneuver. Anti-lock disc brakes and the all-wheel-drive system help the driver avoid accidents by managing grip while the driver steers around the obstacles.

Summary

Subaru's Legacy GT doesn't offer a lot of sex appeal, but it's well-designed and fun to drive.

If you live where there's lots of snow and rain, and you enjoy driving, then take a test drive in the Subaru Legacy. Even if you're not a professional rally driver, you'll find you can travel more safely in foul conditions with Subaru's all-wheel drive.

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

2002 Subaru Outback review

2002 Subaru Outback
Wild in suburbia, mate.

By Dan Lyons

Overview

Having released a six-cylinder Outback last year, Subaru has further expanded the line for 2002 with two additional six-cylinder models. Four-cylinder Outbacks continue nearly unchanged.

With either engine, Outback offers an attractive alternative to a bulkier, truck-based sport-utility. Even the powerful six-cylinder versions rate 20/26 mpg city/highway, and while that's not exactly economy-car territory, it's significantly better than the 15/20 mpg you can expect from even a mid-size SUV. Four-cylinder Outbacks deliver more than adequate performance, and get 22/27 mpg.

An Outback won't wring your wallet dry, and it it'll ride and handle much better than a truck. Yet it will give you a tall seating position, large cargo capacity, and foul-weather capability. In other words, the Outback will give you most of the positive attributes of an SUV. Unless you're genuinely interested in serious off-road adventure (and most SUV buyers are not), the Outback gives you everything you need. It works great on wet pavement, dirt roads, and on snow and ice. It's even fun to drive on dry pavement. And isn't that really where you drive most of the time?

Model Lineup

The Outback lineup for 2002 includes the four-cylinder Outback Wagon ($22,895), Outback Limited Sedan ($25,995) and Outback Limited Wagon ($26,295); plus the six-cylinder H6-3.0 L.L. Bean Edition Wagon ($29,495), and the H6-3.0 VDC Wagon ($31,895). New for 2002 are the H6-3.0 Sedan ($27,995) and the H6-3.0 VDC Sedan ($30,395).

The H6-3.0 VDC is the technology standard-bearer of the lineup. VDC stands for Vehicle Dynamic Control, which combines Subaru's electronic Variable Torque Distribution with all-speed traction control and dynamic stability control (DSC).

The L.L. Bean Edition offers exclusive comfort and appearance features, including special L.L. Bean identification, plus two-tone leather and a three-year, no-cost, extended maintenance package. (Tire rotations and oil changes are covered for three years, at the manufacturer's recommended service intervals.) The Bean-mobile costs less than the VDC because it does not have traction control, and comes with Subaru's Active All-Wheel Drive rather than the more sophisticated Variable Torque Distribution.

VDC, L.L. Bean, and all Outback Sedans are built only with automatic transmissions. A five-speed manual is standard on base and Limited Outback Wagons, with the automatic offered as an $800 option.

Buyers of base Wagons may also order a $500 All-Weather Package, which adds heated seats, heated mirrors, and windshield wiper de-icers. This equipment is standard on Limited and H6 models.

(Subaru also manufactures a smaller wagon called the Outback Sport, and NewCarTestDrive.com reviews it separately.)

Walkaround

All of the Outback Wagons share chunky, functional styling. A wide grille and stone guard-shielded fog lights flank a beefy front bumper. Broad ribbed body cladding from mid-door downward dominates the profile. Dressy alloy wheels add a dash of flash. The rear view features wraparound taillights and a cut-down bumper into which the hatchback door is neatly recessed.

Outback Sedans are far more rarely seen than Outback Wagons. The heavy body cladding on the Outback Limited Sedan looks a little less natural than on the Wagon, not unlike a three-piece suit and hiking boots.

Interior Features

The interior of the L.L. Bean Edition is upholstered in two-toned leather with wood trim, and bears the logo of the well-known outfitter based in Freeport, Maine. The Outback VDC's cabin is very nicely appointed as well, as befits its price tag. The VDC also boasts leather-trimmed seating, an eight-way power adjustable driver's seat, Momo steering wheel, automatic climate control and a high-line sound system. Manufactured by McIntosh Audio (known to audiophiles for their premium home stereo components) the system includes 200 watts of power channeled through eleven speakers in seven locations. The AM/FM/weather-band receiver also houses cassette and CD players. The retro-looking faceplate stands out in a crowd, as does the exceptional sound quality.

The driving position is comfortable. The front seats adjust to fit most any size passenger. Visibility is good in all directions with the exception of straight back, where the view is hindered somewhat by the trio of headrests perched atop the back seat. Switchgear and controls are easy to reach and uncomplicated to use. The VDC, L.L. Bean and Limited Wagons all have an unusual, dual power moon roof. The front section pops up, the back opens and closes fully.

There is room enough for two adults in back (three in a pinch), though six-footers will find rear leg room in short supply, especially if the front-seat passengers are similarly long of limb. Storage space behind the 60/40 split folding back seat is plentiful, measuring 68.6 cubic feet with rear seats folded and 34.3 cubic feet with all seats in place. Lift-over height in back is low, affording easy access to cargo through the hatchback. A retractable cover shields the contents from inquiring eyes.

Driving Impressions

Subaru is is a world leader in all-wheel-drive expertise. Subaru actually builds three different all-wheel-drive systems. Manual-transmission models rely on a viscous coupling, a kind of speed-sensitive automatic clutch, to limit wheel slip at either end of the car. The system is purely mechanical, and nominally distributes driving torque 50/50, front/rear.

Active All-Wheel Drive, standard on automatic Outbacks, replaces the viscous coupling with an electronically managed multi-disc clutch. Torque distribution remains 50/50, but Subaru claims this system can respond more quickly to changing conditions.

Finally, Variable Torque Distribution combines the electronically managed clutch with a planetary gear that splits torque 45/55 front/rear, for a ``performance-driving feel.'' Additional electronic sensors monitor the position of the throttle and steering wheel, as well as the vehicle's yaw rate and the individual speed of each wheel. When combined with traction control, claims Subaru, this system can actually anticipate a loss of traction before it happens. New for 2002 is a switch to turn the traction-control function off, a feature that may be useful in deep snow or mud.

The new 3.0-liter horizontally opposed six-cylinder engine produces 212 horsepower and 210 pounds-feet of torque. The 2.5-liter horizontally opposed four-cylinder engine makes 165 horsepower and 166 pounds-feet of torque, still competitive for this class.

The power boost from the bigger motor is not readily apparent except in high-demand situations, like passing. Many of us who have owned four-cylinder cars over the years have become accustomed to tepid performance as a tradeoff for fuel economy, and we've learned to wait for a stiff tailwind before attempting a passing maneuver. No need with the Subaru H-6. The power peaks at 6000 rpm, so when you kick down the automatic transmission and step out to pass you're not out there for long. By the EPA's reckoning, fuel economy measures 20 mpg city/26 highway for the six-cylinder VDC, nearly as good as for the four-cylinder models. (Our test drive netted 22 miles per gallon in a mix of city and country driving.)

Handling is more car-like than truck-like because the Outback is essentially a car. More than 7 inches of ground clearance doesn't make the VDC corner like a sports car, but the Outback is still noticeably nimbler than taller, slower-maneuvering SUVs. The Outback delivers a comfortable ride quality, too. And you won't need a rope ladder or a running start to hoist yourself into the cabin.

The VDC concept combines sophisticated all-wheel drive with traction control to assure that you get a grip on the road, and keep it. This is not to say that you won't ever get into trouble if you encounter bad road conditions or exercise poor judgment. But it is reassuring to know that the Subaru system is there to help you maintain control, when foul weather or ragged roads make for rough sledding. Subaru's technology also helps make driving in adverse weather much easier, less stressful and more enjoyable.

Summary

Subaru's line of Outbacks can conquer the worst road conditions, and the Outback Wagons continue to serve as sensible alternatives to big, heavy sport-utility vehicles. They are practical, comfortable, useful vehicles.

The VDC and Bean models inject power, luxury and enhanced traction into the relentlessly sensible Subaru lineup. Six-cylinder engines coupled with the latest electronic stability control systems improve safety and increase performance at the same time. Though loaded with features, these top two models are also pricey. At $31,895, the Outback VDC is priced close enough to invite comparisons with base models from upscale manufacturers, for example, the Volvo Cross Country ($36,500), Lexus RX300 ($35,955), and Acura MDX ($34,370).

The best values in the Outback lineup remain the less expensive and highly competent four-cylinder models, starting at $22,895.

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

2002 Toyota Camry review

2002 Toyota Camry
America's most popular car gets a major makeover.

By John Rettie

Overview

The Toyota Camry has been America's best-selling car for past few years. That's an important title for auto manufacturers, so Toyota is quite pleased that the Camry has outsold the Honda Accord and Ford Taurus, its arch-rivals among mid-size sedans. Now comes a completely redesigned Camry for 2002, making this the fifth generation.

This year's Camry is a slightly larger car. Yet performance and fuel economy have been maintained. Styling is all new, designed to add sensuality to what has been a bland design.

Better yet, prices have dropped slightly over last year's models. Given Toyota's reputation for quality, durability and reliability, the new Camry will once again prove to be the ideal car for about 400,000 new-car buyers a year who don't want to worry or even think about their car.

Model Lineup

Trim levels are nearly the same as last year: LE 5-speed manual ($18,970); LE 4-speed automatic ($19,800); SE 5-speed manual ($20,310); SE 4-speed automatic ($21,140); XLE 4-speed automatic ($22,295) LE V6 4-speed automatic ($22,260); SE V6 4-speed automatic ($23,700); XLE V6 4-speed automatic ($25,405). (Gone is the low-priced CE.)

LE was always the most popular model. This year, it comes with a lot more standard equipment, including air conditioning, power windows, power locks, power mirrors, cruise control, 60/40 split rear seat and vanity mirrors.

However, Toyota hopes that more people will be interested in the luxuriously appointed XLE as it is not such a jump up in price from the LE as before. XLE adds luxury appointments such as wood grain trim, power driver and passenger seats, automatic air conditioning, alarm system, keyless entry, cargo net, and rear-window sunshade.

SE is a new model, a sportier version of the LE with added equipment such as fog lights, stiffer suspension, bigger wheels and tires, rear spoiler and sportier trim inside and out.

Each of the three models can be had with a newly redesigned four-cylinder or V6 engine. Manual transmission is only available on the LE and SE four-cylinder models.

The list of option packages is quite long, enabling buyers to order a Camry to suit taste and budget. Side airbags are available as an option on the LE and SE, but are standard on the XLE.

(Note: The 2002 Camry Solara coupe/convertible is still based on the old Camry platform even though it has a few small cosmetic changes to make it look more like the new Camry sedan.)

Walkaround

When Ford introduced its new version of the Taurus back in 1996 it made the mistake of making the new design too radical (and many would say too ugly) for many buyers. Within a couple of years it had to tone down the curvy look, but sales dropped.

Toyota obviously took this lesson to heart as the exterior design of the new Camry does not stray too far from the previous Camry in appearance, even though Toyota says it has made it look more exciting. Ironically, the rear deck and tail light treatment is the most different and it has a distinctly Taurus look to it. The front of the Camry appears to have a bit of Lincoln LS in it, thanks to the way the grille cuts into the top edge of the front bumper.

Overall, the new Camry offers a more sculptured appearance, with slightly flared wheel arches and a distinct dual crease line in the hood, which leads nicely into the grille. The new Camry has a much taller stance on the road than the previous model as its height has increased by more than two inches, while gaining less than an inch in length and width.

Interior Features

Toyota knows how to build quiet cars that with a comfortable ride quality. Toyota's Lexus division has excelled in this area and this expertise appears to have worked its way into the Camry. Not only is the engine quieter, but it is mounted to the body in a new way to lessen vibration. There is more sound deadening, so that even when the four-cylinder engine is driven hard the engine noise is quite subdued.

Other Lexus-type touches are the air conditioning controls that are electronic rather than mechanical giving a smooth tactile feel when operated. On the SE and LE models these large knobs are mounted in a prominent position in the center of the dashboard. Unlike some cars, the Camry's dashboard is relatively plain with no large curved surfaces and it is set relatively high. Although it blends nicely into the door panel trim, the cover for the passenger-side airbag is surprisingly noticeable as the seams show clearly. Many other car manufacturers have managed to make the passenger-side airbag invisible. The instruments are located in a relatively small pod right in front of the steering wheel with large half moon tachometer and matching speedometer. The fuel and temperature gauges are located within the two larger instruments.

Lights and windshield wiper/washer controls are on stalks on the steering column, leaving the left lower edge of the dash free of switches. Radio and climate controls are mounted high in the center of the dash. Manual controls suffice for LE and SE models. XLE trim gets automatic climate control, upgraded sound system controls. A navigational system is an option on the XLE. A wide center console separates the two front bucket seats and contains useful storage areas. The parking brake on the LE and SE is also located in the center console whereas the XLE gets a foot-operated parking brake.

Rear-seat passengers will find the accommodation to be quite pleasant for a mid-size passenger car. Head- and legroom have increased compared to the previous Camry. The rear seat splits 60/40 allowing pass through for large objects in the trunk, although the actual opening is smaller than it might be. The trunk itself is a decent size and shape. Although the gooseneck hinges take away valuable space in the trunk, at least they are hidden under a cover eliminating the chance of contents being damaged when the lid is closed.

Driving Impressions

Transparent. That one word sums up the driving experience in the Camry. It's a compliment as it means there is nothing untoward or strange about the car -- it does everything just right. An enthusiast driver would complain that it lacks character, but for the average driver that's a positive comment as it means he or she does not have to think about what's going on.

More than two-thirds of all Camrys sold will come with the four-cylinder engine and automatic transmission. It is inexpensive and fuel-efficient and provides plenty of power. Computer logic controls the automatic transmission; the car can tell when it is going up hill or down hill and shifts gears accordingly. It can hold a lower gear longer when necessary to avoid the annoying shifting up and down that occurs in some automatics.

The ride is pleasant. In fact, it's merging on luxurious, with enough cushioning to make passengers feel comfortable. The steering is light but not sloppy. Those who like a sportier, more precise handling will notice that the different suspension setup and tires on the SE do make the car feel crisper, though it's still far from being a sports sedan.

You'd never know from driving the car, but the gas pedal is a drive-by-wire affair. That means it is not connected directly to the engine by a cable; instead, it reacts through a sensor connected to a computer -- just as in modern airplanes. One advantage of this arrangement is that the optional Vehicle Skid Control system can take over control of the throttle in an emergency and apply just the right amount of braking and throttle to help keep the vehicle on a more stable path.

Summary

Toyota admits that the Camry is a car that nobody aspires to own but it's one that everyone recommends others to buy. It's what's known as a safe buy. Toyota has tried hard to make the new Camry more exciting while at the same time make sure it is still a car that will get its occupants from A to B and back without any drama or worries about reliability year in and year out.

The 2002 Toyota Camry is still not as exciting as the 2002 Volkswagen Passat or the 2002 Nissan Altima, both of which are new designs. If looks and character don't matter much, the new Camry should prove to be a great car. It's one we would have no hesitation in recommending to people who just want a solid, reliable car, something that offers a good ride, decent performance and comfort, and blends in nicely with the crowd. That's just what many buyers are after and the Camry fits the bill very nicely, thank you. It will likely continue to be America's most popular new car.

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

2002 Volkswagen Passat review

2002 Volkswagen Passat
New W8 model brings power and luxury to Passat line.

By John Matras

Overview

The Volkswagen name was once synonymous with the ultimate in economy, the least expensive cars to buy and operate. A lot has changed since the original Beetle, however. VW’s are still efficient, but they are not the cheapest cars on the lot.

Now, with the introduction of the Passat W8, Volkswagen is competing with established luxury marques with a base price flirting with 40 grand. One thing that’s the same, however, is VW’s innovative spirit. There was nothing like the Beetle, and no one has ever made an engine like the W8’s.

The entire Passat line was completely redesigned for 2002, with bolder contours and new lights front and rear. Its chassis is 10 percent stiffer for an improved ride and better handling.

The Passat W8 went on sale in April as a 2002 model. The W8 model is named after its unique eight-cylinder engine, a compact engine with its cylinders in a double V, hence the W8 designation. This results in a midsize sedan with a 4.0-liter eight-cylinder engine, where all its competitors have at best a V6. Indeed, Volkswagen boasts that it’s the only eight-cylinder European sedan priced under $50,000 on the market today.

Model Lineup

Volkswagen’s Passat is available in a wide range of models and prices, from $21,750 to $38,700. Two body styles are available, a four-door sedan and a station wagon with a 39 cubic foot cargo capacity.

Three engines are available: four-cylinder turbo, V6, and W8. Front-wheel drive is standard, but all-wheel drive is also available. Two trim-levels are offered, GLS and GLX. Naturally, you can’t order a la carte, and the menu allows only certain substitutions.

GLS sedan ($21,750) and GLS wagon ($22,550) come standard with the 1.8T turbocharged four-cylinder engine used by Volkswagen and Audi. It’s a well-equipped bargain. Standard equipment includes air conditioning, cruise control, rear window and side mirror defrosters and a multi-function trip computer.

GLS is also offered with 190-horsepower V6. It comes with a choice of five-speed manual or optional five-speed automatic with Tiptronic manual shift control. The automatic is required to get Volkswagen’s 4Motion all-wheel-drive system, currently offered only with the V6. So equipped, the GLS lists for $27,075. GLX equipment listed below is available as options on GLS.

GLX trim is the top V6 model. It comes standard with leather upholstery, wood trim, electronic climate control, Monsoon audio, heated power driver and passenger seats, a power glass sunroof, and 16-inch alloy wheels. Equipped with 4Motion all-wheel drive, the base price for the GLX is $31,575. The equivalent wagon retails for $32,375. The only options available for the GLX are the automatic transmission, no-charge metallic paint, and a dealer-installed six-disc CD changer and in-dash CD-player.

W8 comes with its namesake engine as well as virtually all amenities. In addition to the goodies on the GLX, the W8 adds heated windshield washer nozzles, rain-sensing windshield wipers, and a self-dimming rearview mirror as standard equipment. The W8 sedan lists for $37,900, and the wagon for $38,700. A optional Sport Package includes sportier suspension tuning (presumably firmer shocks and springs and a lower ride height) and 17-inch alloy wheels. A six-speed manual transmission is planned for the 2003 model year.

Volkswagen extended its warranty coverage for 2002. Passat is covered by a 4-year/50,000 mile bumper-to-bumper warranty that includes wear-and-tear items and adjustments for the first 12 months or 12,000 miles. The powertrain warranty was reduced to 5 years/60,000 miles, but is now fully transferable. Passat owners are also covered by a 4-year/50,000 mile 24-hour roadside assistance program.

Walkaround

Passat’s styling is distinctive, its arched roof and six-light side glass standing out among look-alike sedans. Alterations to the front and rear for 2002 make its avant-garde design bolder still. A new grille with chrome accents is sharply raked and smoothly integrated into the bumper.

Most Passats come with halogen headlamps under clear polycarbonate lenses and standard halogen projector beam foglamps integrated into the front bumper. W8 models come standard with high-intensity gas-discharge (HID) headlamps and headlamp washers.

The crisp styling at the rear is highlighted by rear lamps with round lenses for the brake and tail lights.

Interior Features

Anyone familiar with Volkswagens will readily identify the Passat’s interior as a member of the family. The dash and seats are cleanly designed and handsome, harmonizing well with the exterior design. The arched hood over the instruments echoes the roofline, and the soft curve of the dash matches the exterior sheet metal.

The speedometer and tachometer flanking two smaller gauges have faces with the look of precision instruments, and at night illuminate with a cool blue light that will be the envy of your peers. Standard even on the base GLS model is a dot-matrix readout multifunction trip computer that calculates trip time, trip length, average trip speed and fuel consumption, current fuel consumption, miles to empty and external temperature. There’s even a light for low washer fluid.

Getting in is easy, with a silicone-damped assist handle over each door. Central locking is standard, and a valet key keeps the guys at the car park out of your trunk. The interior center dome light, with time delay, is complemented by two reading lights front and rear. Doors lock at 8 mph (but can be reprogrammed by the dealer) and unlock for occupant rescue in case of airbag deployment. In addition to the standard front airbags, the Passat comes standard with seat-mounted side-impact airbags and side curtain airbags designed to help protect front and rear seat passengers in case of a side collision.

Seats are firm but comfortable for a long drive. The front seats have a hand-crank recline that has the advantage of being infinitely variable but takes longer and is more awkward to adjust. VW uses special soft-touch paint for painted interior surfaces. A new console between the front seats has adjustable cupholders and a large storage compartment.

Two adult males will have adequate room in the back seat, but three will be a squeeze and shouldn’t be contemplated for more than a short ride. Three-point seat belts are provided for the outboard passengers only. Cupholders for the rear seats are located in a fold-down armrest that also has more storage.

The sedan’s trunk is truly cavernous, with a flat floor extending the full distance to the seatbacks, which is quite a way. The result is an impressive 15 cubic feet of cargo capacity, and with none of it lost to the trunk lid supports as the Passat has articulated trunk lid supports.

Coming on the W8 during calendar year 2003 is OnStar telematics, including automatic notification of airbag deployment, remote unlocking, stolen vehicle tracking, route guidance and more. Owners will also be able to make hands-free cellular calls via OnStar Personal Calling. Eventually, OnStar will be available on all Volkswagens.

Driving Impressions

Passat comes in a variety of models that all have their individual merits. We’ll focus on the Passat GLS with the manual transmission to see how much VW you can get for under $22,000, and the Passat W8, to see what a difference another $16,000 makes.

GLX comes with the new 1.8T engine. The V6 offers quicker acceleration than a 1.8T with an automatic, but a 1.8T with the manual transmission is quicker than the V6 with the automatic. If you prefer an automatic transmission, we think you’re much better off with the V6. No surprise, the 270-horsepower W8 eclipses them all with a claimed 6.5-second dash from 0 to 60 mph.

Volkswagen shares the 1.8T with corporate cousin Audi. This relatively small (1781cc) four-cylinder engine uses a double-overhead-cam five-valve-per-cylinder design combined with an intercooled turbocharger to produce a prodigious 170 horsepower. Even more impressive is the broad torque spread, 166 pound-feet from 1950 rpm all the way up to 5000 rpm. The only downside is a thirst for unleaded premium (91 octane) fuel.

The larger (2771 cc), naturally aspirated 2.8-liter V6 also has five valves per cylinder but offers only 20 more horsepower than the 1.8T four-cylinder. Torque, important for those using the Passat’s passenger or cargo capacity, is, however, a healthy 206 pound-feet.

Raw numbers aside, we like the eager feel of the 1.8T. It has a solid punch down low, thanks to careful tuning of its turbocharger, but really sings at the upper rev range. This engine truly enjoys its work, and working it is especially enjoyable as well. The five-speed manual gearbox contributes an operation delight of its own, with a feel of quality material shaped by careful hands. The shifter slides effortlessly from gear to gear.

We drove the Passat GLS 1.8T on winding roads in the Georgia red clay hills north of Atlanta and were impressed by the Passat’s ability to accelerate away from slow corners with little drama from the chassis. The Passat had none of the squirreliness suffered by many front-driver cars, due in large part to its sophisticated front suspension.

Cornering is balanced front to rear, with little understeer. The four-link front suspension uses coil springs and an anti-roll bar, while the rear suspension uses VW’s trusted and true torsion beam axle with trailing arms, coil springs and an anti-roll bar. The suspension absorbs bumps and potholes like a dry sponge on spilled milk. The Passat is solid, with no shakes transmitted through the steering column or the chassis. Want confidence? It comes bundled in the base Passat.

The W8, on the other hand, has an “almost all-new” engine. It has been on sale in Europe for a year at the time of U.S. introduction, but that’s not the reason we call it “almost all-new.” We use that term because the W8 engine is the conjoining of two Volkswagen VR6 engines, less two cylinders each, on a single crankshaft. The explanation gets a bit technoid for the next few sentences so bear with us or feel free to skip ahead while we satisfy the gearheads in the audience: The VR6 is a narrow angle V6, with an enclosed angle of 15 degrees and a single cylinder head. VW engineers originally joined two VR6 engines to create a running W12-powered concept car. In the W8, two “VR4” engines are joined at 72 degrees on a common crankshaft with offset pins that produce an even firing pattern. Although this produces even power pulses, it’s not dynamically balanced, but VW cures that with twin counter-rotating balance shafts. The result is a compact eight-cylinder that makes more horsepower than an engine squished into that small of a space has a right to make. The W8 engine produces 270 horsepower at 6000 rpm with a strong 273 pound-feet of torque at 2750 rpm.

Summary

The Passat is America’s best-selling German car. Volkswagen has gone from selling about 15,000 Passats annually five years ago to nearly 100,000 sold last year. The Passat GLS 1.8T was the least expensive German-built car sold in the U.S. until the Jetta wagon arrived last summer; lower priced VWs sold in the U.S. are made in Mexico. The W8 now becomes the most expensive Volkswagen ever.

Volkswagen plans to sell only 5000 W8s per year, which makes the W8 something of a halo car, meant to reflect glory on its lesser peers. On the other hand, its features make the W8 a good deal for the money, even if that’s more than the base GLS.

The Passat GLS 1.8T is our pick for those on a moderate budget. It beats the V6 by several miles per gallon.

The Passat W8 will place you in an exclusive group of drivers. There is no other W8 engine in the world, nor is there likely to be one, and owners of a W8 can expect to explain the difference between it and a V8 many, many times. In addition to being a member of the elite, you’ll be driving an excellent automobile. We’re interested in the sport package and six-speed manual transmission, which we expect will give the Passat W8 a more sporting personality.

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

2002 Volvo V70 review

2002 Volvo V70
Traditional Volvo virtues for a new generation.

By Bob Plunkett

Overview

The V70 is part of a new generation of Volvos, a generation that combines the traditional Volvo virtues of safety and practicality with an avant-garde style and a sassy attitude.

All-new last year (2001), the V70 is a mid-size wagon based on the same mechanical platform as Volvo's prestigious S80 sedan. The kinship shows: While V70 surrenders nothing in practicality to other mid-size wagons, and exceeds most, if not all, in safety. And this sexy Swede does more than haul moldings home from Home Depot. In T5 form, especially, it just plain hauls, but with the refined demeanor of a European luxury sedan.

V70's practical side shows in an adaptable seating arrangement, and a cargo compartment with tie-down hooks and other useful accessories. Its safety heritage lives on with a safety-cell structure and active seats rigged to thwart whiplash injuries. Occupants are shielded by airbags positioned ahead, beside and above. Responsive steering, electronic brake enhancements, and optional traction control help avoid accidents in the first place.

But with a selection of turbocharged engines, aggressive suspension tuning and low-profile performance tires, the V70 also likes to go out and play.

Model Lineup

The V70 line has expanded both up and down for 2002.

At base-level now is a naturally aspirated (non-turbo) version, powered by a 2.4-liter five-cylinder engine that develops 168 horsepower. Badged simply V70, it retails for $30,025 with a five-speed manual transmission, and $1000 more with a five-speed automatic. Either way, the price includes power four-wheel-disc brakes with ABS, and a long list of luxury, safety, and convenience features.

Returning for 2002 is the V70 2.4T ($34,225), which uses light-pressure turbocharging with intercooling to coax 197 horsepower from the same basic engine. The five-speed automatic is standard on this model, while Volvo's Geartronic automatic with manual override is a $200 option. Befitting its extra brawn, the 2.4T comes with wider tires on larger wheels, and adds a power glass sunroof plus a memory function for power seats and mirrors.

Also returning is the V70 T5 ($36,425), whose 2.3-liter inline-five with high-pressure turbocharging musters 247 horsepower through a five-speed manual gearbox. The Geartronic is the only automatic available, and it costs $1200. The T5 also comes with firmer suspension settings and even wider tires for a sporty flavor, and adds a few more comfort/convenience items to the standard-equipment list. Traction control is standard as well.

The other new model for 2002 is an all-wheel-drive version of the 2.4T, which lists for $35,975. The V70 2.4T AWD normally sends 95 percent of its driving torque to its front wheels, but uses a viscous coupling to direct power to the rear wheels when necessary. The rear differential is open, but an electronic system called TRACS can selectively brake either rear wheel to control slipping. The V70 2.4T AWD can be identified by a slightly higher ground clearance and by special seven-spoke alloy wheels, and the only transmission available is the Geartronic. Otherwise it's equipped the same as the front-drive V70 2.4T

Additionally, Volvo manufactures the V70 XC, or Cross Country, an SUV-like cross-over vehicle based on the V70 much the same way that the Subaru Outback is based on the all-wheel-drive Legacy Wagon. (See review of the Cross Country in a separate NewCarTestDrive.com report.

Volvo's computer-linked Dynamic Stability and Traction Control (DSTC) system may be added to any of the 2.4-liter models for $1100. A navigation system is offered as well.

All V70s uphold Volvo's tradition of safety, with dual-threshold front airbags, dual side-impact airbags, front and rear head-curtain airbags, WHIPS active whiplash protection, and both ISO-FIX and LATCH anchors for child seats.

Walkaround

The overall shape of the V70 looks boxy at first, a natural reaction to almost any wagon. But closer scrutiny reveals fresh styling ideas for such a large package, and an aggressive stance due to a relatively wide track. There's also something here that was missing from the typical tank-like shape of previous Volvo wagons: Shapely curves.

The form evolves from a basic wedge-shape, with a high tail and low prow capped by Volvo's signature diagonal-slash grille. Hard creases in the bowed hood taper from canted A-pillars down to the sides of the grille, and thrust it forward as the leading edge of the vehicle. Headlight clusters unified behind curving polycarbon lenses notch into recesses flanking the grille, while body-colored bumpers trimmed with black molding wrap around the Volvo's face to meet the front wheel wells.

Above prominent rolled shoulders, roof pillars and side glass curve inward to meet the roof panel, softening hard corners and diminishing the visual massiveness of the wagon's rear bay. The rear liftgate also bows slightly in a curvy profile, but maintains an essentially vertical plane to maximize interior cargo space. Composed of steel-reinforced polyresin fiberglass, the back door tucks between two thin vertical taillights mounted high in a format carried over from the previous wagon.

Interior Features

A stylish interior features rich appointments with an understated air of elegance. Muted tone-on-tone colors are enhanced by sparing touches of ersatz redwood trim. It's a clean design, with buttons and switches in logical positions and analog gauges housed in an uncluttered instrument panel.

Up front are two bolstered bucket seats astride a multi-purpose console. The seats are anything but conventional. They're extremely comfortable and also smart, performing tricks when necessary for safety or saving space. The front seatbacks incorporate mechanisms to guard against whiplash from a rear-end impact. During such a crash, the seatback moves rearward to reduce acceleration forces on the rider's back and neck, as the headrest pushes forward and upward slightly to meet the neck and head as they are thrust backward.

The rear bench seat accommodates three passengers easily, and features three-point safety belts in all three seating positions, which are anchored in the backrest. Individual seat-back sections in the rear seats move to two different positions: one with a 30 degree tilt for comfort, the other more vertical at 25 degrees. The latter is useful when a few more inches of space would make room for more gear in the rear.

The rear seatback also folds forward easily to form a flat cargo floor.

That back cargo bay can be fitted with available convenience items from Volvo, like a container for shopping bags or a table that pops up from beneath the second-row seat, for use with an optional third seat sized for children. (A new $1300 Versatility Package includes the third seat with integrated booster seat, and the folding table.) For infants and toddlers, anchors are in place to secure two new designs for rear-facing child safety seats. One style fits infants weighing up to 20 pounds, and another works for toddlers up to 40 pounds.

Luxurious appointments include power controls for virtually all equipment and an automatic climate system, with deluxe audio equipment and an optional Dolby Surround Pro Logic stereo with nine speakers and in-dash four-CD compact disc player.

Driving Impressions

On the road, it's easy to forget that the V70 is a Home Depot hauler from a company best known for safety. That's because it has the spirit of an elite touring car and moves with downright sporty manners.

The T5 delivers sheer driving excitement, handling kinks and curves with precision and control. Its lively kick and lithe attitude kindle a soothing sense of confidence, a sense that though it's an unpredictable path we travel, with pitfalls along the way, the going doesn't have to be dangerous or even uncomfortable in a Volvo.

The T5's high-pressure intercooled turbo puts out 247 horsepower and churns 243 pounds-feet of torque across a flat band spread between 1800 and 4800 rpm. With high torque at relatively low engine speed, and the typical turbo lag minimized, this engines impresses with its quick surges and quiet demeanor.

The five-speed manual gearbox, rarely found in a wagon, has a sporty short-throw stick and brings crisp control. The optional five-speed Geartronic allows shift-it-yourself maneuvers by simply throwing the gear selector lever to the left and locking it in the gate. Then push the lever forward to bump up a gear, or tip it rearward to shift down.

The new V70 platform, lifted from Volvo's larger S80 sedan, has a longer wheelbase and broader track than the pre-2001 model. That creates a solid foundation to attach the MacPherson-strut front suspension and multi-link rear axle. Bonding of body panels in lieu of spot welding contributes to exceptional torsional stiffness, which in turn defines the car's predictable linear behavior.

Push the T5 through downhill curves and it remains anchored to the pavement, with the body maintaining a level stance. There's little lateral lean through the turns, and scant dive from the nose when standing on brakes. Nor does the tail dip during a sudden acceleration.

All V70s now feature ABS to prevent brake lock-up, along with Emergency Brake Assist and electronic brake force distribution (EBD) to ensure maximum stopping power under all conditions.

Now standard on T5 is Volvo's Dynamic Stability and Traction Control (DSTC), employing an on-board computer and various motion sensors tied to the anti-lock brakes. This sophisticated device monitors the vehicle's forward progress and, if potentially dangerous oversteer or understeer is detected, acts automatically to correct the instability by braking one or more wheels.

It all adds up to an agile but controllable car, capable of sporty moves and high performance; but with the flavor of a plush luxury sedan.

Summary

Volvo promotes the V70 as the safest station wagon in the world. The V stands for "Vagen'' but it could just as well signify Versatility. The V70 transcends the traditional image of a station wagon as practical but mundane family transportation; it's genuinely luxurious and fun to drive, too.

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

2002 Volvo V70 Cross Country review

2002 Volvo V70 Cross Country
Great alternative to a road barge.

By Bob Plunkett

Overview

The problem with the common sport-utility is that it's more than 80 percent truck, when you probably need a truck less than 20 percent of the time. This can lead to a bad case of SUV-itus. Symptoms include a jarring ride, uncertain handling, and a wallet-emptying thirst for fuel.

Volvo has the cure, or maybe we should say antidote, or just anti-SUV. The Cross Country isn't a truck; it's a car, based on Volvo's versatile V70 station wagon. Yet it boasts an elevated chassis for ground clearance, no-dent body armor to brush aside trail debris, and all-wheel-drive traction on the ground.

Cross Country can plow down rough routes to reach a backwater fishing hole or favorite camping hideout. Yet on pavement, Cross Country displays the sophisticated traits of a refined road car, with agile handling and a smooth ride quality. It's nimble, while coddling passengers in luxurious comfort.

Volvo's traditional focus on active and passive safety carries over to the Cross Country, with its safety-cell body structure and seats that react to collision forces to thwart whiplash injuries. Occupants are shielded by airbags ahead, beside and above. It's still better to avoid the crash, however, so the Cross Country provides quick steering, traction control, and anti-lock brakes with electronic brake-force distribution and emergency brake assist.

As a bonus, this go-anywhere wagon comes with a flat and generous cargo bay. An optional third-row seat may be added. A second-row bench splits and folds in three sections to vary the mix of passengers and gear. Most important, an electric cooler is available that plugs into the center seat section to chill your road food or beverages.

Model Lineup

The Cross Country arrives in a single body style, spun off of Volvo's mid-size V70 wagon. V70 itself is offered in all-wheel-drive, but Cross Country adds a higher ground clearance, unique appearance, and a longer list of standard equipment. The only available drivetrain is a 2.4-liter inline five-cylinder with light-pressure turbocharging, linked to Volvo's five-speed "Geartronic" automatic transmission.

Pricing begins at $36,500, a figure that includes just about everything most folks would need: power glass sunroof, Dolby cassette stereo, and dual-zone automatic climate control, dual-mode front airbags, dual side-impact airbags, side-curtain airbags, and traction control, and anti-lock brakes with emergency brake assist and electronic brake distribution.

If you must spend more, Volvo offers leather upholstery ($1350); a Touring Package ($1110) that includes laminated side windows, 12-volt power outlet, HomeLink transmitter, trip computer and more luggage-bay accessories; a premium audio system with in-dash four-disc CD player ($1,200); and Volvo's pop-up navigation system.

During 2002, Volvo will offer Cross Country in a limited edition Ocean Race model, painted Ocean Blue with silver cladding and wearing special Ocean Race identification.

Walkaround

Like the V70 that fathered it, the Cross Country stretches long over a wedge-shaped shell that's cocked high at its boxy tail but slammed low in front for a tapered nose. An exceptionally wide track spreads the body across a broad platform.

Protective cladding rings around the base of the body, uniting deep front and rear bumpers, wheelwell flares and door sills. The molded cladding contrasts with the painted metal upper surfaces to create the illusion of an even higher stance. The plastic compound used for the protective cladding is tinted a dark shade so off-road scrapes and scratches will not be obvious.

In front, the cladding rises above a massive bumper to surround a rectangular chrome grille, distinguished of course by Volvo's signature diagonal slash bar. Stepped creases in the bowed hood taper inward from the broad base of the windshield to the sides of the grille, and thrust it forward as the leading edge of the wagon. Long horizontal headlight clusters, shielded by curving polycarbon lenses, tuck into notched recesses on each side of the grille, while round fog lamps cut into the thick bumper.

Above the Volvo's rolled shoulders, body-colored roof pillars and dark window glass bend inward to reach the roof panel, softening hard corners and diminishing the visual massiveness of the wagon's rear bay. The rear liftgate also bows slightly but maintains an essentially vertical plane to maximize cargo space. Composed of steel-reinforced polyresin fiberglass, the top-hinged gate mounts between rear pillars capped by long and narrow vertical taillights.

On the roof, a pair of rails linked by two sliding cross braces form a flexible car-top carrier for extra cargo or sports equipment such as bicycles and kayaks.

Interior Features

The leather seats in our Cross Country were plush and luxurious. Their dark brown color is very appealing to some people, not appealing to others. While some of us prefer some of the lighter shades, others loved the dark brown in the Cross Country. Judge for yourself.

The seats are anything but conventional: They are extremely comfortable. They are intelligent seats, loaded with technology designed to enhance safety. The front seatbacks incorporate mechanisms to guard against whiplash from a rear-end impact. During such a crash, the seatback moves rearward to reduce acceleration forces on the rider's back and neck, as the headrest pushes forward and upward slightly to meet the neck and head as they are thrust backward.

The broad rear bench fits three adults comfortably, and features three-point safety belts for all three positions. It splits into three sections of 40/20/40 percent, and each individual section of the seatback can be flipped forward to form an extension of the flat cargo floor to the rear. Also, the smaller center section may be removed entirely, creating either an aisle for access to the rear bay or space for an accessory, such as a removable softside gear bag or small electric refrigerator for stashing snacks. You'll need to spend some time reading the owner's manual to fully appreciate versatility of the rear seat design.

The rear bench also provides anchors for securing two different types of rear-facing child's safety seats. Both types use a base frame to house a cradle-style padded seat with integrated straps. One style fits infants weighing up to 20 pounds and another suits a toddler up to 40 pounds.

The generous cargo bay can be fitted with convenience items such as a container for shopping bags or an third seat sized for children. The third seat is included in a Versatility Package ($1,175) along with an integrated booster seat.

For the adults, Cross Country appointments include power controls for virtually all equipment and an automatic climate system. Deluxe audio equipment is available, including one kit with an in-dash compact disc player for four CDs ($1,200). But learning to use it is a challenge, and it is fussy in operation. Most of us don't need to save 20 stations.

Driving Impressions

On pavement, the Cross Country behaves like an agile European touring car, with a plush but firm ride quality and quick steering responses. Its stiff structure helps, anchoring its MacPherson struts up front and multi-link rear end.

Away from the pavement, the Cross Country changes character and acts more like an off-road vehicle, thanks to its elevated chassis, nubby Pirelli Scorpion tires and an all-wheel-drive system that automatically channels engine torque to the wheels with the best traction.

We steered up a rugged two-rut trace on Mount Manchester in Vermont, maintaining steady progress, despite rain-slick rocks and tire-sucking mud traps. With the higher suspension we cleared all bumps and debris without incident, and the automatic traction control kept the tires rolling making driving easy. Volvo's all-wheel-drive apparatus normally directs about 95 percent of the engine torque to the front wheels, but its viscous coupling can send more to the rear when necessary. It's seamlessly automatic in operation, so the driver never needs to make a conscious decision to shift into four-wheel-drive.

A traction controller for all four wheels operates in conjunction with the all-wheel-drive system to brake a spinning wheel. ABS works when needed to help maintain stability and steering control on pavement as well as dirt. Four-wheel disc brakes do a good job of slowing the car, and electronic brake distribution ensures shorter stopping distances by directing the braking forces to the tires with the best grip. Brake assist helps the driver maintain full braking in an emergency stopping situation even if the driver makes the mistake of relaxing pressure on the brake pedal.

For muscle, the Cross Country draws from a 2.4-liter inline five-cylinder light-pressure turbo-charged engine that generates 197 horsepower. This unit produces strong torque at relatively low engine speeds without annoying turbo lag. It offers fast off-the-line starts with still enough power at faster highway speeds to facilitate a quick pass around slower traffic.

The engine mates to a five-speed electronic automatic transmission equipped with Volvo's Geartronic mode, allowing shift-it-yourself maneuvers. Simply slap the gear lever to the left and lock it in the gate, then push the stick forward to move to the next higher gear or tip it rearward to drop to a lower gear. It's useful for working through heavy traffic or undulating terrain.

All mechanical aspects of this vehicle work together to create a stable stance and proficient manners, whether on the road or on a gnarly trail. The Cross Country is easy to maneuver. It's surprisingly frisky when running down a winding country road. Yet it still feels like a luxury car when cruising along, a benefit of its long wheelbase and refined suspension. Aggressive Pirelli Scorpion tires make slightly more noise than a regular all-season tire, but are well within acceptable limits.

Summary

Based on Volvo's V70 station wagon, the all-wheel-drive Cross Country comes with body armor and a tall suspension for easy off-road forays. Yet on pavement it delivers the plush ride of a refined European touring car. It features luxurious appointments in a spacious passenger compartment.

Volvo Cross Country delivers many of the sure-footed benefits of a rugged sport-utility, but without an SUV's poor ride quality and sluggish handling traits.

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