Sinister Six
This Car is Bmw 645 convertible, is modified by Alpine work, name as Sinister Six. This car equipped 26-inch wheel, interior has at least 7 monitor andinstalled four 12 inch basses sound boxes and seven 4 inch speakers while the vehicle.
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Driving the Porsche 997 Carrera S
Talk to the mythical average person about a current model Porsche and they’re likely to say things like hard ride, heavy controls, and an engine that’s a bit temperamental in traffic. After all, that’s what lots of people have long associated with performance cars and well, the higher the performance, surely the greater all these must be in evidence?
But those perceptions are a long way from the truth. We recently stepped out of a 2005 model 997 Carrera S (still available new) and what impressed us most was not the performance or the handling, but instead the way it combined these with an incredibly tractable and sweet engine, and a ride so good you could take your grandma down to the shop without a single complaint.
Let’s start with that engine. We think it’s the best naturally aspirated engine we’ve ever driven.
But that’s not the immediate impression.
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Step into the car and turn the key and resulting vibration at idle is downright unpleasant. Paul of the QSM Auto Group, owner of the car and very familiar with all Porsches of the last 20 years, suggested that in fact the idle quality was better than previous models. And that is probably the case – but it doesn’t excuse the high frequency vibration that’s a constant at idle. And no, we’re not talking about the engine being just a nice accompanying growl that let’s you know you’re in a sports car; we’re talking 3-cylinder Daihatsu vibration that’s simply ugly.
The clutch is also a bit of a disappointment. It has an ‘over-centre’ feel which, by definition, gives a non-linear weight through the travel. It’s moderately heavy; not heavy as in the muscle cars of yore but heavy in the context of other current cars. But, in contrast both to the clutch weight and also the gearshifts of all other Porsches we’ve driven, the 6-speed gearbox lever is a delight. With a factory short throw (most Porsches with short throw gears have aftermarket modification) and a light weight, the gearshift would be completely at home in a modern Japanese sports car. Reverse is over to the left and forwards; there’s no lock-out.
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With the engine warmed and the clutch out in first gear, the brilliance of the engine starts to show. For this is a car that you can idle along, foot completely off the throttle. The Porsche creeps along without the slightest hint of a stutter or a surge. And yes, you can do that in plenty of modern cars but not one other that we know of that has 261kW available from a naturally aspirated 3.8 litres! Still trickling along in first gear, apply just the slightest throttle and the Porsche moves faster; take your foot back off again and the car slows back to its idle progression. As later proves to be the case across the whole rev range, this is one engine where the power can be absolutely accurately dealt out by the driver; there’s never the slightest hint of stutters or non-linearities to upset driving flow.
Up to about 4000 rpm the response is strong but not mind-blowing. But from 4000 to 7000 rpm the Porsche just gets up and flies. But the transition in power delivery isn’t ever startling; the simply superb mapping of the engine management, electronic throttle and camshaft timing make this a car that - believe it or not – a learner driver could safely pedal. The contrast with all-or-nothing turbo cars (including Porsche’s own non-sequential twin turbos) is extreme.
In fact, even as I write this, I find it hard to describe how good the engine is. It’s not the power, although that is tremendous. It’s not the engine note; I guess Porsche aficionados might get off on it but it doesn’t do much for me in this car. It’s not even the throttle response; I’ve been in naturally aspirated cars with even greater instant eagerness.
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It’s just the sheer capability of the engine to deliver what the driver wants without requiring thought or effort. Nought to 100 km/h in 4.8 seconds yet with the ability to roll along in sixth gear, two people in the car and climbing an incline, 1200 rpm showing on the tacho and the car completely happy...
As has been shown in plenty of road-based competition events, I think cars like the Evo Lancers and WRX Subarus wouldn’t be at all far behind the Porsche in terms of handling and brakes. And in fact may even be ahead. But their engines are simply light-years behind the Porsche, feeling in comparison like shoddy aftermarket quickie jobs by Joe’s Garage. If anything at all justifies the enormous amount of money that the Porsche commands, it’s that engine.
But a glorious engine is only one part of a car. This is a sports car: what’s the handling like?
Lift the rear cover and there’s the water-cooled flat six, still stuck out behind the rear axle like an anachronistic sore thumb. But the tail-happy characteristics naturally embodied in this placement have long been quelled by suspension and tyre selection, and in the more recent cars, by electronic stability control.
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I won’t use that old cliché - handles like it’s on rails – because that’s true of no car. In slow speed corners taken fast, the Porsche progressively powers into understeer; get on the power too early and too hard and it progressively moves into oversteer. The stability control intervened only once or twice in the drive (as owner Paul says: why’d you ever switch it off?), with the car telegraphing very well what was required to stop the slides before the electronics came into action. There’s plenty of grip (in high speed corners, too much for a driver of my capability to move the car around, I think), and the car always feels poised and agile.
The two-position sports damper control (which when activated, also changes throttle mapping) does very much what you’d expect. I preferred the handling on the softer setting for much the same reason that I prefer a car with slightly less than maximum anti-roll bars – the attitude of the car better communicates what’s going on and the tyres more progressively lose grip. Ride firmness noticeably increases with the control activated but it’s still quite acceptable. The damper control switch is on the left-hand lower side of the centre dash – it would be better in right-hand drive cars if it was moved across to the other side of the panel as, on a challenging road, we could see the driver wanting to access it a lot.
The brakes look awe-inspiring – huge red calipers biting on huge discs inside the huge wheels.
But we didn’t like them.
We’ve no doubt the system is capable of hauling the car down from 300 km/h plus speeds, and on a hard brake from 160 km/h to 100 km/h they had plenty of stopping power. As of course you’d expect. But the pedal is wooden and has a complete lack of feel. A humble Falcon or Commodore has far better pedal progression (but then again that’s technically easier to achieve if high speeds are never met!) and in city traffic the Porsche pedal was like stepping on, um, the brake pedal of a car with seizing drum cylinders. Perhaps in normal use softer pads would help?
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Interior equipment of the test car – the only option fitted was reversing sensors – was pretty good. (Most Porsches come relatively stripped and then you spend perhaps 25 per cent more on options.) The car has a Bose sound system, intuitively excellent navigation, and superb instrumentation that combines digital and analog displays. The ergonomics are now well sorted.
The front boot is large and we’re always surprised by the folding rear seats that continue to be present in 911s. The rear seats clearly aren’t the sort that would suit adults but for small children, or simply as an extra load space, the in-cabin volume is a big plus.
Watch a Porsche 911 drive by and it’s easy to wonder at their ongoing success. Engine in the wrong place, hugely expensive, idiosyncratic styling, a niche car in a very small niche. But experience the car and your opinion changes: practical, comfortable, blisteringly fast, easy to drive, excellent handling, absolutely capable of doing the daily humdrum or exhilarating with a blast through the twisty bits.
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Hyundai Tiburon
he Hyundai Tiburon is why you should never analyse a car from just its specs sheet. The Tiburon boasts a 2.7-litre V6, 6-speed close ratio gearbox, all-independent suspension and 17 x 7 alloys wearing high performance tyres. And to many people’s eyes (though not ours) it looks good, with the latest styling upgrade adding a bit more impact. Add all that lot to the increasingly impressive reputation that Hyundai is now carving out and you’d think the Tiburon a winner.
Except it isn’t. Instead, it’s an inconsistent mish-mash of components and ideals, assembled into the ultimate committee car.
Is it a sports car? Nope, not with front-wheel drive that will noticeably torque-steer and with factory performance figures that include a not-scintillating 0-100 km/h in 8.2 seconds.
So is it a personal coupe – y’know, practical and stylish? Not even close – with a cramped and contorted cabin, harsh ride and with six gear ratios stacked closer than the cards in a deck.
So it must be good for economy then, one of those cars that unexpectedly turns-in really good fuel consumption? Not there either – we recorded 12.4 litres/100 in pretty gentle driving, mostly done on the highway.
The trouble is, as a cohesive car the Tiburon isn’t.
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Let’s start with the best first. The all-alloy Delta V6 runs on normal unleaded and develops 123kW at 6000 rpm and 245Nm at 4000 rpm. Those figures aren’t anything groundbreaking but the engine is an absolute sweety, silky smooth and superbly linear in its power delivery. Helped by the (absurdly) low gearing, there’s excellent throttle response and power available everywhere. The note developed by the engine is also wonderful. But there’s a jerk when getting on and off the throttle (the cruise control shows this up very well) and a strong dash-pot effect, where revs are slow to fall when the throttle is released.
The final drive ratio (4.4:1!) gives gearing that is way too low and so the engine’s revving at 2800 rpm at 110 km/h. That makes the six-speed box a chore rather than delight – what’s the point of changing gear after gear to get into 6th by 60 km/h, when clearly the engine could pull gearing 20 per cent taller? And it’s not just irritating to drive: the fuel consumption must also suffer a great deal. We get the feeling someone liked the look of “close ratio 6-speed” on the pamphlet, and didn’t concern themselves unduly with the reality. (Although the four-speed auto is also geared much the same.)
The gear-change itself is a delight, with a very short throw and a metallic clicking sound that assures you the gear has been selected. The clutch is also positive and light.
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The steering – controlled by a good leather steering wheel – is relatively heavy for a power-steer system. It’s fine most of the time but can kick-back when cornering hard on bumpy surfaces. Under full throttle in the lower gears, torque steer is clearly present.
Handling is an interestingly mixed bag. Corner at 7/10ths on smooth surfaces and it’s impressive. Go really hard on smooth surfaces and it doesn’t take much to realise the car is set up extremely stiffly in roll, which in turn makes it rather skatey. Get off the loud pedal abruptly and the tail will come out at a rate of knots – just as well there’s the electronic stability control to help catch it.
On bumpy surfaces the bad ride tends to obliterate any interest in the handling. The ride is awful – far harder than a current model Porsche we recently drove over the same roads. It feels very much like the low-speed bump setting of the dampers is too firm – or it’s that in combination with the 45 series tyres. Over bad surfaces you can actually hear your conversation being altered by the bumps – air whistles out of your lungs as you ride over bigger ones...
And it’s the ride and the interior packaging that we think are the biggest disappointments. Inside, the car feels cramped. Head-room in the front is tight – and it’s simply impossibly bad in the back. No adult can ride in the back seat (their head hits the glass of the rear hatch) and no rear head restraints are even provided. (Yep, no rear head restraints!!) Even children are hard-pressed in the back – a baby seat is a horrible squeeze and once the children are large enough to be directly strapped-in, their legs will also have grown long enough for room to again be a struggle. The driver also needs to place their seat exactly right if their left knee isn’t to bang the console, and the high waistline makes room feel even tighter. We’ve been in smaller, lower cars that had far more room.
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Interior equipment is ok - good quality switchgear, a decent stacker CD radio and four airbags. But there’s no electric seat adjust, no proper trip computer and the steering is tilt-only. There were also some exposed screw heads in the interior trim, rough edges you don’t expect when paying $37,590. The tested TS limited edition model also includes for that money a glass sliding sunroof and leather seats.
As we said at the beginning, Hyundai is now building some very good cars. This isn’t one of them.
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Sample Install
To gain access to stock hinges, you must remove the front bumper (including lip spoiler), and side skirts.
Remove the stock door stopper
Remove the stock hinges using 12mm wrench.
Cut the rubber boot around the wirings. (not necessary)
Remove this metal tab.
Cut and role the inner fender. 
Rolled Fender 
Install hinge and strut. Certify the door wont hit anything.
Conclusion
Now that you know how to put Lambo doors on your car, you can now see as well how you can put Lambo doors basically anywhere, i.e. your hatch door, your hood, gas cover, etc. It is all in the hingeIn. my opinion, by having these doors alone it is enough for you to stand out from the ubiquitous cars with the same type of body kits, aluminum wings, stickers, rims, etc. Thank you for taking your time to read this guide and good luck with your conversion.
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Lambo Doors:
Also know as “Lambo” doors or “Vertical” doors. These type of doors swing straight up and will be the main focus of this guide.
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Butterfly Doors:
These type of doors open up like a butterfly opens up its wings, in the 10
and 2 o’clock positions. They have 2 hinge points with one close to the
roof and one at the traditional location. These doors are commonly found
on exotic cars such as the McLaren and the Saleen and now on the new Mercedes Benz SLR.
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Gull Wing Doors:
The hinges on these doors are located on the roof thus a strong roof
and/or a light door is necessary. These were made popular by the classic Mercedes Sports coupes back in the heydays. It might be hard to make this modification to your car since the roof is converted to be part of the door.
The advantage of these type of doors is that when properly designed and
counterbalanced, such as the Delorean (Think “Back To The Future Car”),
they require little side-clearance to open and allow much better entrance
than conventional doors.
Some of the disadvantages of the gull wing door system were not so easy
to address. For example, the gull-wing design makes designing a convertible version of the car virtually impossible since, for optimal efficiency the hinges must be placed as close to the center of the car as possible. It also makes sealing the car against water leaks more difficult. They are aptly named because, when opened, the doors evoke the image of a seagull’s wings.
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Toyota Lambo Doors : Suicide Doors:
Suicide doors are the opposite of regular doors, i.e. they open the other
way. The door hinges are moved from the front to the rear, as are the
wiring for the power locks, windows, speakers, and the dome light switch.
The latches have been moved to the front.
Where does the term “suicide doors” come from? Actually, the best answer
we could come up with, is that in the old days, these doors were prone to
open in a crash. And since this was before the time of seatbelts (and practically before the time of seats!), a driver or passenger could easily
be thrown forward, right out of the car and onto the street in an accident.
So driving a car this dangerous was said to be "suicidal." And that's where
they got the name "suicide doors”.
With the popularity of the Toyota Element and the Mazda RX-8 both of
which have suicide doors, this modification is making a come back.
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Toyota Lambo Doors Vertical Doors Gallery
Toyota Lambo Doors Vertical Doors Gallery:
The internets largest collection of vehicles that have undergone the lambo door conversion. See how your car looks with lambo doors.
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2007 Toyota Camry Hybrid Road Test
Maybe its Time to Go Green?
The best news about Toyotas new Camry Hybrid is that theres no news at all, or more precisely that it hardly looks or feels much different than the already impressive conventional Camry; recently revamped for the 2007 model year. An attractive chrome grille separates it from the base four-cylinder version, and the rectangular chrome and electric-blue Hybrid Synergy Drive badges attached to each front fender are discreet but nevertheless difficult to miss. At the rear, distinctive taillight lenses, even more jewel-like than the regular Camrys, join a chromed "Hybrid" designation to identify this cars unique advantage over traditional sedans.
And Toyota does make a compelling argument as to why four-door buyers should consider going green. Certainly the hybrid model enjoys fuel savings over a similarly equipped base Camry LE, with a government rating of 41 mpg in the city, where most of us drive, and an even greater advantage when comparing the models rather robust V6, but there are tradeoffs, of course. Toyota has positioned the new car above the base CE and even the LE, but below the top-line XLS, both in its $25,900 entry price and 187 horsepower combination of gasoline and 105-kW electrified performance. Not surprisingly the Camry Hybrid doesnt jump off the line with the same enthusiasm as does the V6, but during side-by-side drag races held on a little-used runway on a mostly abandoned airstrip, the hybrid, which enjoys the equivalent of almost 30 additional horsepower, proved more energetic than the base model time and time again.
I started my first run in the base model, and while optimizing my chances of outrunning the hybrid by pressing on the brake pedal with my left foot and revving the engine with my right, a small initial advantage off the line was quickly reduced to playing catch-up, which, of course, never happened. I followed this test by a run in the hybrid model, using the same left-foot braking technique, which again gave me the jump on my competitor in the base four-cylinder model, an advantage that never let up. The Camry HV runs to 60 mph in under 9 seconds, although Road & Track magazine reports a sprint to 60 mph in the high 7s.
And just how many people who buy either Camry will ever drag race it? No doubt some teenage sons of those who buy North Americas most popular car will push it harder, faster and farther than their parents might ever dare or care to know, but thats about it. In reality, most who step up to the hybrid will be more interested in its ride and handling, among other more obvious points.
To that end, the Hybrid rides well on pretty well any road surface. Its biased towards comfort over sport, not unlike the conventionally-powered LE, but just like the ICE-only Camry it serves up better-than-average all-round handling dynamics, executing highway exit ramps efficiently, even when taken at overly exuberant speeds. The roughly paved streets near the downtown waterfront district were noticeably poor, but the cars nicely sorted fully-independent suspension setup made them smoother, combining with supportive, comfortable front seats for an enjoyable experience overall.
Where the Camry Hybrid truly shined was on the Gardiner Expressway and DVP, where its additional engine output and liquid smooth continuously variable transmission (CVT) made for effortless acceleration for passing purposes. The car shot forward with just a hint of pedal application, quickly climbing up to higher than highway speeds and then settling the engine into a fuel conscious low rev level, almost silently passing by more moderate traffic and Torontos beautiful Don Valley. By the way, the EPA rates the Camry Hybrid at 37 mpg on such a highway, although sans my rather spirited driving style.
Braking is equally impressive; the hybrids four ABS-enhanced discs are helped along by a regenerative system that captures otherwise lost energy to top off the battery pack. The brakes are electronically controlled (ECB), by the way, and feature electronic brake force distribution and brake assist.
On the safety front, the Camry Hybrid gets a full allotment of seven airbags, identical to the regular Camry. Something special, however, is the inclusion of Toyotas award-winning VDIM system, which stands for Vehicle Dynamics Integrated Management. Toyota includes this as a value-add, but its more than just a fancy acronym. The system brings together all the electronic driver aids, making them work together for optimal safety. To put it simply, the cars electronic brain reacts to nuances of instability that you might otherwise not notice, keeping the car on alert in case it needs to respond to a loss of control. Testing this system previously, it even pulled to a stop automatically when, at 40 mph I locked the steering to one side on a slippery surface and purposely failed to apply the brakes. There probably isnt a safer stability control system on the market; although some critics will point out it can be a bit invasive on the driving experience. My guess is that most Camry Hybrid drivers, unlike some auto journalists, wont be attempting to four-wheel drift just for the fun of it. For your more sensible purposes, Toyotas VDIM is ideal.
Something else that probably wont go unnoticed by those unfamiliar with hybrids is the new Camrys idle-stop system, which turns off the engine automatically when stopped. Lift your foot off the brake pedal and it revives so quickly and quietly that youll probably soon forget its going through the process over and over again, all the while saving you money and reducing greenhouse emissions.
Those tradeoffs I spoke about earlier? There certainly arent many. After realizing that the trunk is 4.4 cubic feet smaller and fuel tank has 1.3 gallons less capacity, most will find getting over the sticker shock of paying $7,630 more than the base CE model harder to digest. Although, comparing base prices is unfair considering that the Hybrid is stocked with standard amenities that would more or less come close to equaling what an any four-cylinder Camry would cost if so equipped, including dual-zone automatic climate control, a six-disc CD changer with MP3 and Bluetooth compatibility, power front seats, projector headlights, 16-inch alloy rims, a real-time fuel economy gauge, a multifunction display, Vehicle Stability Control (VSC), which integrates traction and yaw control, plus Toyotas ultra-cool Smart Key system, which lets you in the car without the need of a key or even key fob, plus allows you to press a "START" button instead of twisting a conventional ignition in order to bring its drivetrain to alert mode.
To some, mind you, those two "Hybrid Synergy Drive" emblems on each front fender will be worth the price of admission, not only because it may offer them cheaper, more readily available parking, if their city offers such, tax breaks, depending on jurisdiction, reduced fuel consumption and extra power, but mostly because the blue and silver insignias represent doing the right thing; living on the least amount of ever-depleting fossil fuels possible and keeping the air as clean as can be while nevertheless taking care of the transportation needs of a traditional family.
And to that end, Toyota has taken a very different approach with its Camry Hybrid that Honda did with its Accord Hybrid. The Accord is positioned as Hondas flagship sedan, the fastest and most fully equipped; its also its most expensive four-door at $30,990 in base trim, and $32,990 with the optional navigation system. The Camry Hybrid, as previously mentioned, is a mid-pack model that is much more attainable at $5,090 less. Heck, its $3,180 short of even reaching the Accord Hybrids base price when fully loaded, at $29,810, at which point it includes a nice assortment of top-tier features but doesnt deliver the kind of performance its V6-powered competitor does. Although, for most entry-level hybrid buyers, fuel economy is the performance of choice, and this is where the Camry Hybrid excels equally within city limits as it does on the highway. Remember the Camry Hybrids 43 and 37 mpg city / highway range that I mentioned earlier (Canadas version of the EPA came up with 41 / 41 respectively), well, the EPA rates the Accord Hybrid at 25 mpg city and 34 highway.
Where most of us drive, as mentioned before, in the city, the Toyotas dominance is plain to see, besting the Honda by a large margin. While the EPAs fuel economy figures cant be taken as potential real-world ratings, as they run them in optimal conditions for reasons unknown, both vehicles are subject to the same un-reality. Also "unreal" is the Camry Hybrids Advanced Technology Partial Zero Emissions Vehicle (AT-PZEV) status, making it one of the cleanest vehicles in the world.
Whether youre motivated to go green due to a social conscience or just because you want to save on the high price of fuel, the timing for Toyotas new Camry Hybrid couldnt be better. Not only are fuel prices remaining at their highest point ever, rarely dipping under the $2.50 per gallon mark, but regular folks, not the early adaptors who bought into the Prius early, are warming up environmental issues and the cleaner ICE-electric vehicles that do their part in reducing greenhouse gases. It was only a matter of time before Toyota and Honda proved themselves, and now that Ford and GM are in the game, and many more are following, choosing a hybrid is no more concerning for a new car buyer than deciding between a four-cylinder or V6. Actually, with all hybrid components backed by 8-year, 100,000 mile warranty, theres not a lot to think about.
Theres also not much to think about when it comes to options; you can go with three packages and two stand alone options, the latter being heated mirrors at $30 and a power tilt and sliding glass sunroof at $940. The Convenience Package, a $470 decision, front heated seats, heated mirrors, and twin color-keyed power-adjustable heated outside mirrors. Move up to the navigation system, a package containing DVD navigation, of course, with voice activation, plus a 4-disc CD changer-enhanced JBL AM/FM audio system with 440-watts of power and and eight speakers, and it will set you back an extra $1,200. Want more, how about the $1,300 Leather Seat Package, which despite the name only adds leather seats (normally packages add bundles of options).
Whether going with the base model or top of the line, Toyotas best of both worlds Camry Hybrid should make for an enjoyable long-term companion and simultaneously be help Toyota, the clear leader in hybrid technology, maintain its front-running status and best company average fuel consumption (CAFC) rating, plus achieve its 1,000,000 per year hybrid sales goal before the beginning of the next decade. The car opens up hybrid ownership to a new set of buyers, who can now lay claim to the ability to drive from Detroit to Seattle on four tanks of gas. And this day and age, achieving near 600 miles per tank is a lot more important than whether or not you can squeeze five golf bags into its abbreviated trunk.
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2007 Toyota Tundra CrewMax SR5 5.7L 4X4 Road Test
Much has been made about the new Toyota Tundra, from the outlandish (it'sthe final nail in the coffin of the Big Three) to the obvious (it's really not that attractive) to the obsequious (it's a really, really good truck). Naturally Toyota backed up this buzz with a very aggressive ad campaign. I personally don't know anyone who can't instantly recall the Tundra's bigger is better/book of truck campaigns touting the advantages of a 6-speed automatic transmission, 10.5-inch rear differential, Ferrari-sized disc brakes and the ability to tow a trailer up a giant teeter-totter, down the other side and stop before driving off a cliff. Other than its ability to tow, which I can't comment on, I can confirm that it does live up to most of the hype.
Like most people laying eyes on it for the first time, when I picked up the Tundra I was immediately taken by its size. Instead of being 7/8ths-sized like the last version, it's now almost 11/10ths, which brought to mind its Texas birthplace, arguably the heart and soul oftruck country. On account of this thought, my wife and I decided to head to a Texas-themed restaurant for a late midweek dinner. I don't think a vehicle has ever made a culinary decision for us before. Sitting there looking at all the Texas-sized pictures and memorabilia screwed to the walls made me ponder on whether or not a truck from a Japanese manufacturer fit in with the land of Longhorn cattle, the Cadillac Ranch and George W? And even if it does fit in over in Texas, is it more Austin than Amarillo?
To help woo “traditional” (read: domestic) truck buyers, Toyota touts not only Tundra's Texas final assembly but that over 80-percent of the Tundra's components are sourced here in America, that's better than the Mexican-built Dodge Ram. Even my CrewMax model's 5.7-liter iForce V8 produces a Texas-sized381 horsepower and 401 lb-ft of torque. If that's not mind bending enough, it's not only ULEV rated but is Toyota's first engine built entirely here in the U.S., from the aluminum blocks cast in Missouri to final assembly in Alabama. And while there are those who feel that buying a Japanese truck is hurting our economy, these are the same people who shop at Wal-Mart supporting its over 15-billion dollars a year in Chinese imports. At least Toyota is building factories on American soil.
But enough about how American the Tundra is or isn't. It's a truck and I actually used it as such since I had offered to help my sister-in-law move. She lives in a smaller city in the rural parts of this state where many of the vehicles you see are full size trucks. Driving around in the Tundra elicited a lot of stares and drew a lot of comments from strangers in parking lots who all seemed to echo the same sentiment, “Nice truck.” Ray, who helped us move and owns a pretty nice looking current model Ram HEMI Sport, commented on the nice metallic trim around the gauges and the materials inside.
But when he pulled away I listened to the deep authoritative rumble of the HEMI and realized what the Tundra's5.7-liter iForce lacks: a distinctive exhaust note. What the 5.7 has working for it is that it is insanely powerful yet linear in its delivery, so to say that there is plenty of passing power is a bit of an understatement. Actually it's only slightly slower 0–60 mph than Toyota's final generation twin-turbo Supra! So the 5000-pound-plus Tundra will squeal the tires without any issue from a dead stop until the VDIM/Traction Control system slaps you on the wrist and tones things down.
Backed by a velvety smooth console-shifted 6-speed automatic that delivers quick shifts and also contributes to the Tundra's impressive fuel economy, I averaged 18 miles per gallon, pretty outstanding for a 381-horsepower truck. While there is no doubt that other manufacturers will ante up in the horsepower race, unless they also start copying Toyota's fuel efficiency, I don't see the point if gas prices stay above $3.00 a gallon.
Trucks are no longer trucks in the traditional sense and, as with most half tons on the market, the Tundra issmooth, quiet and rides really well. Handling is good, thanks to light, responsive steering with a double-wishbone front and leaf-spring rear suspension—in that respect it's no Supra. Push it even a little bit and the Tundra understeers in grand fashion. You also never forget that you're driving a very large vehicle and due to its size it feels especially susceptible to crosswinds at highway speeds, but it is still eerily quiet at all speeds and on all road surfaces.
Massive doesn't begin to describe the 13.9-inch front and 13.6-inch rear 4-wheel disc brakes that deliver a firm pedal feel with excellent front to rear proportioning and do stop the Tundra with authority. As I mentioned earlier, I didn't get a chance to test the towing ability, but properly equipped with the towing package that my Tundra had, you can expect to tow over 10,000 pounds. That package includes full trailer wiring with connector, pre-wiring for a trailer brake controller, stiffer rear springs, a heavy dutyalternator, increased transmission cooling with a temperature gauge and a tow/haul mode.
Designed at Toyota's Calty design studio in California with some work also done in Michigan, the Tundra looks unmistakably like a Toyota truck, and when I first set eyes upon it I wasn't impressed with the overall styling. However, after spending a week with it, its distinctiveness grew on me; it's still not particularly stunning, nor do I care for the tacky black plastic piece on top of the grille, but it's not as ugly as I originally felt. There a few design details that are kind of interesting—such as the rear windows that kick up to the rear and the bulging fender flares.
It seems I can't write an article about a truck without mentioning my 1965 GMC (it gets jealous and disagreeable if I don't), a truck with so much character that its tailgate, if you don't hold it carefully as you undo its tailgate chains, will slam(!) down off the bumper almost 180 degrees, denting itself in the process.Well, 40 years later the Tundra has a tailgate that gently and quietly eases itself down without so much as a shudder—just release the handle and step back to watch it in action.
The interior of the Tundra is as comfortable as you would expect it to be in a vehicle this size, but where you might expect it to feel like a Camry inside, it doesn't, which is disappointing. There are mostly harder plastics and a lot of different materials and textures going on, but it all fits together well so I expect the materials to maintain their durability for many years to come. The seats are wide and comfortable, and storage areas and cupholders abound, including a unique (and huge) center console that accommodates hanging file folders and surely a widescreen laptop or two. Knobs and buttons in the center stack are large and easy to use, but the Tundra is so huge that some of them, including the radio, required me to lean over to reach them.
I simply can't say enough about the CrewMax's rear seat, which offers the roomiest accommodations in the class. I could lean back and stretch my legs easily and I am 6 feet tall. Absolutely everyone who sat in the back seat commented on the amount of room and when I showed them that said rear seat actually reclined, they went crazy, not expecting anything like that. Both my son and dog loved the power rear window that retracts all the way into the rear of the cab. Combined with all four windows that go all the way into the doors, you don't need to spring for the optional sunroof.
So is it more Austin or Amarillo? Trick question—it's both. Just like a modern full-size pickup truck should be, work all day, play all night, and the Tundra is no longer a light-load, casual-pick, truck-user kind of truck. It can still fill that role, much as many other full-size trucks can, but it's now also a true work truck that's at home on job site, ranch, or on the way to the rig. A heavy duty diesel is rumored to be on the way in a couple of years, so that could make things even more interesting. But for now, this is plenty.
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2008 Honda S2000 CR Preview
Foodies everywhere know that the combination of heat and time can yieldastonishing results in the kitchen. Take for example balsamic vinegar or port; if you let them simmer for a while, they reduce into an intensely flavored and very tasty syrup. This practice allows all the complex flavors to come through more boldly, and the taste that results is refined and outstanding. It would appear that Honda's engineers fancy themselves as gastronomes, because they have cooked up a new recipe with the S2000 as the main ingredient. For 2008, Honda has announced that it will build a special version of the S2000 called the CR, which stands for Club Racer. Think of it as an eight-year concentration vintage S2000, the perfect accompaniment to a lovely summer's day at the race track.
Those that have driven the current S2000 know that it is a true and accomplished sporting machine. In a world full of pretentious cream puff convertibles that like to think of themselves as sports cars, the S2000 makes no apologies or compromises; it's 100-percent focused on delivering thepurest roadster experience. The heart and soul of the S2000 is a screaming 2.2-liter inline-four that begs to be wound up at all times. Matched to what might just be the world's best six-speed manual, razor sharp handling and a light and nimble chassis, the “S2K” is a favorite of people who relish the raw sports car experience. With these fresh ingredients, it's easy to imagine the possibilities of the S2000 CR.
Interestingly, the only part of the car that remains unchanged is the engine. It still makes 237 horsepower at 7,800 rpm and 162 lb-ft of torque at 6,800 rpm, complete with its aggressive high-profile cam change and banshee wail. The six-speed manual gearbox, with its shortly stacked ratios and short throw is also the same as on the regular S2000, though it's capped off with a new shift knob and a yellow-stitched boot.
Unlike most special editions, it will be easy to tell the S2000 CR apart from regular S2000s just by lookingat it. The biggest changes can be found in the aggressive aerodynamic bodykit. A combination of skirts with spoilers - front and rear - makes up the majority of the modifications. These were done to improve the car's downforce while at the race track. These eye-catching add-ons might not be to everyone's tastes, but no one will argue over their effectiveness at keeping the car glued to the tarmac when approaching the car's limits. The S2000 CR also has a shaped, hard tonneau cover giving it the look of a classic roadster.
The other part of the CR package, the suspension and chassis modifications, are a little harder to spot, but no less important. The car's perfect 50:50 weight distribution and stiff setup of the double-wishbone suspension benefits from even more aggressively tuned springs and dampers. These changes are complemented by a quicker setting on the electric power steering rack designed to sharpen the handling, while larger, and stickier Bridgestone rubber will ensure that the new S2000 CR
raises the bar in the handling department. These changes are something that buyers who spend more time on the track are sure to appreciate.
In their exhaustive search for chassis rigidity, Honda's engineers pulled out all stops in order to beef up the structure. They wanted to fit massive braces to strengthen the body structure, but the braces wouldn't fit so they've removed the folding convertible roof and its electric motors, which beside freeing up space, helped to drop the car's weight by 88 pounds. Buyers will still receive some form of weather protection with the aluminum hardtop roof, which is offered as standard. As long as it doesn't rain on your weekend blasts up your favorite back roads to the track, things should be fine.
Despite all the changes made to go faster on the track, Honda wants the car to be capable of handling daily driving duties. It certainly seems possible, given the relatively docile nature of the current S2000. Besides the low ride height and the minimal trunk space, it's a pretty easy vehicle to drive, with precise steering, a light clutch feel and generally speaking, a quiet exhaust note, that is, when you're not making frequent trips to redline. The only obvious drawback we can see is the firmer ride.
Still, given the concentrated tang that the 2008 S2000 CR should be capable of delivering, we are probably not the only ones looking forward to a tasting. The S2000 CR was first shown to audiences at the New York International Auto Show as a prototype, but Honda has committed to putting it into production, albeit in limited numbers. Pricing has yet to be released, but we'll know more when it goes on sale this autumn.
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2007 Honda Pilot 4WD EX-L Navi Road Test
Three words come to mind when I drive the Honda Pilot: Roominess, Comfortand Maneuverability. It is the “gentle beast” of SUVs. In many ways the Honda Pilot is more of a crossover than an SUV, as it behaves like a car more than a rugged Nissan Pathfinder or Toyota 4Runner. The Pilot is, after all, a sportier version of the Honda Odyssey minivan. But don't hold that against it!
The first comment from both of my children was: “Wow, there is so much room in here!” From the outside it's not a huge vehicle. In fact, the Pilot is shorter than the Chevrolet Equinox, which only seats 5. Honda's mid-size SUV seats up to 8, and although the third row isn't built for large adults, they are ample for kids and smaller people. Access to the back row is also fairly simple. On one occasion, I had the auspicious duty of chauffeuring 6 teenagers to the movies. I purposely invited the two tallest gents to sit in the rear and give me a full account. They both agreed that with the middle row of seats pushed forward a bit, legroom was sufficient for the short ride. One of the fellows has a history of motion sickness (much to my relief I found this out after I had successfully made the drop at the Cinemark). He felt that he would have been fine sitting back there for the one and a half hour drive to the local ski hills. I didn't want to test his theory, but I was glad toknow that he was relatively comfortable.
More on the roominess factor: With the third row folded down there is a substantial amount of cargo space for most common loads. A bag of soccer balls, 4 large gym bags, a cooler and a first aid box fit easily with room to spare. One afternoon, having spent a small fortune at the grocery store, I loaded the bags into the back. It looked empty! Surely I must have left some bags at the store. But no, the beast had simply swallowed them up like a whale enjoying a light snack of sardines.
Okay, so the real test of my patience was about to take place. I have a pet peeve about flying groceries. Those flimsy plastic bags are entirely useless at keeping the contents in, and any twists or turns on the drive home usually result in a scene similar to a massacre on the battlefield – fresh loaves of bread trampled by a free-rolling jar of pasta sauce, once unblemished and perfectly yellow bananas beaten and bruised by a missile in the form of a 2-liter bottle of Coke, smaller items getting lost or seeking refuge under seats and in crevices. And all too often there's an accompanyingsound of breaking glass, resulting in some gooey mess accompanied by an acrid smell that even the best detailers can't eradicate ...You get the picture. Happily, however, on this particular trip home the grocery bags stood still and behaved like perfect little soldiers. The cargo net barricade worked flawlessly, and even though there was a lot of room for movement and mayhem, everything arrived intact. Now that is impressive!
Honda also does a great job with its vehicles in the fit and finish department, and the Pilot is no exception. Yes, it's been around since 2003 with very few changes, but I think that the adage “don't fix what's not broken” applies here. The seats are firm and supportive, although a bit of extra side bolstering would be even better. I suspect that the intent with the flat seats was to accommodate our “super size” market (did I say that out loud?), but being on the petite side I tended to flop around from side to side in what seems more like a big comfortable lounger. On the positive, I needed the side bolstering because it handles like a car, which is impressive given its ample curb weight of 4,524 pounds. The weight does cause the vehicle to roll a bit and oversteer when cornering,especially when going downhill, but it could be a lot worse.
Ample torque nicely offsets the weight and gives the Pilot enough power to forge up steep hills with ease. The suspension is geared for comfort, and the ride is quiet. Visibility is excellent, with large windows all around and high seating positions. Even driving in a heavy downpour at night was a pleasure! I never experienced any traction issues, and the firm, steady, powerful brakes worked instantly and flawlessly, without any noticeable lurching in the cabin. All controls and instruments are easy to reach and easy to read. There's no need to refer to the manual for “how to” instructions. Just get in, drive and enjoy the ride!
Surprisingly, this gentle beast is as effortless to maneuver and steer as a much smaller car. One thing I noticed immediately was the tight turning radius (19 feet). I have a knack for finding parking spots on the opposite side of the road, and I often turn the car around to try to grab a spot before it gets nabbed. The Pilot handles this task capably. Power rack and pinion steering contributes to trouble-free handling. I wasparticularly thankful for this feature after I finished a grueling workout at the gym. My arms had no strength left in them, which in my own truck-based SUV would have made getting out of a tight parking spot a harsh continuation of the punishment. Thankfully, the Pilot made my exit gentle and pain-free.
While we're on the subject of parking, I must mention my experience with the rear camera on the EX-L version. This is a feature that I would normally not consider when purchasing a vehicle. I like to think that I am quite proficient at parallel parking, and I usually have a pretty good sense of a vehicle's dimensions. At first I didn't even notice that this particular model was equipped with a back-up camera, as I was concentrating on the side mirrors and looking over my shoulder. It was my 11-year old who pointed it out to me as we were backing into the driveway. From that point on I was hooked. Looking at the screen in front of me was a lot easier than straining my neck and shoulders to peer behind me. I wouldn't say this is a must-have option, because as mentioned earlier, visibility is excellent, but it certainly is a great convenience and could potentially prevent an accident if, for example, a small child was playing out of regular rearward sight lines.
On to other options: The top of the line Pilot EX-L features a navigation system that is intuitive, like everything else about Honda. The touchscreen operation is pretty idiot-proof. I did notice, however, that the voice commands were inaccurate on more than one occasion, and I found it better to drive according to the visual directions and maps, using the audio prompts as affirmations, rather than blindly following the voice directions. Other nice features on this upper crust model include individual automatic climate controls for the front and middle seating positions, leather power-adjustable seats, and a superb sound system with a 6 CD stacker.
Finally, a word or two about style: As mentioned early on, the Pilot has been around for a while. I've read some reviews that criticize it for being boxy and needing an update. For me, the boxiness is one of the characteristics that makes this SUV visually appealing. I find that most new SUVs and crossovers are increasingly moving to curvier lines and softer styling cues. As a result they're all starting to look alike. Not only does the Pilotstand out from the crowd with its bold shape and, dare I say “masculine” design, but its utilitarian profile is more functional in terms of space.
With a price tag ranging from $33,000 to $35,000 this incredibly spacious, driver-friendly, mid-size crossover offers great value, despite getting on in age. It's a Honda, after all, and therefore it's built to reflect the superior standards of quality, reliability, safety and convenience that contribute to the Japanese brand's highly acclaimed reputation. And to those easily wooed by the latest and greatest, do yourself a favor and don't pass by this stalwart family hauler without giving it the respect it deserves. It might not boast all the latest gadgets, but it's still a strong player in an increasingly competitive crossover SUV market.
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2007 Honda CR-V Road Test
Is It Good Enough to Remain Number One in Global Sales?
If you happen to own a compact sport utility vehicle, chances are good that its a Honda CR-V. Its the best selling compact SUV in the world, after all, with more than two and a half million sold since it debuted in 1995.
Despite being in its final year of production, the current 2006 CR-V continued to sell well right up until the changeover to the 2007 model. If you combine general increased interest in the crossover market segment, expected to grow by 15 percent this coming year, most of which is focused on compact SUVs, its no wonder Honda is so bullish about the new models potential for success, despite the heavy competition in the compact crossover market segment.
Part of the reason I think Honda will meet its goals for the new model is because of the current CR-Vs extremely high owner satisfaction index. More than 20 percent of the popular SUVs buyers repurchase it two or more times in a row, an astounding number.
Not taking the loyalties of its CR-V customers lightly, Honda has reinvented the popular model for 2007. Its wider than the old model, and longer bumper to bumper (although not when you factor in the old CR-Vs rear-mounted spare tire), plus its also roomier than its predecessor, while the interior has been refined, its driving dynamics upgraded and overall its much safer.
Before I delve too much further into what makes the 2007 CR-V a formidable player in the compact SUV segment, its probably best to take a look at why this type of vehicle is selling so well right now. Obviously, high fuel prices are causing consumers to take notice of smaller vehicles overall, and those that need to haul more people or stuff are looking to the compact and midsize crossover segments to fill the bill. Thats why were seeing more seven-seaters in these classes, like Toyotas RAV4 and Hyundais Santa Fe. Honda already has the midsize Pilot, however, and didnt see the need to stretch its CR-V to unwieldy proportions in order to fit in a third row, knowing full well that it would not only compromise second row roominess but would merely be useful for the pre-teen crowd anyway. The result is a new CR-V that bucks current trends and only seats five.
Personally, I like this new breed of crossover due to a general ease of use. Even getting inside of the CR-V, for instance, takes less effort than either sliding down into a low-slung car seat or climbing high into an off-road capable SUV, with the seating height near perfect for most peoples body types. Once inside, the taller seating position gives the driver greater command over the road and surrounding vehicles, with better visibility than conventional cars, just like with rival crossover SUVs. The CR-Vs abundance of glass makes sure such an advantage doesnt go wasted, and despite rear windows that are narrower than those of its predecessor, its fairly easy to see around the vehicle... and even easier thanks to a top-tier option that Ill get around to telling you about in a minute.
One of the things I liked about the outgoing CR-V was its unique sense of interior style, and the new one wont disappoint those who like solid reliability served up with a touch of individuality. It appears more Acura-like than any previous Honda, with more leather and bright metallic trim in top-line models, plus seriously high quality switchgear. Theres nothing particularly fancy about the HVAC system, but those in colder climates will appreciate the large primary knobs that can even be used while wearing thick gloves. The large buttons complement the design, and feel well made thanks to very little side-to-side play.
Base models get an AM/FM/CD/MP3/WMA-compatible audio head unit with an auxiliary plug for external devices like portable MP3 players or iPods, while a six-disc CD player integrated into a much better looking interface can be had with upgraded trim levels. Top-of-the-line CR-Vs get an impressive 270-watt unit with all of the same features of the entry-level stereo plus that integrated 6-disc changer, a digital audio card reader, six speakers and a subwoofer. The system also includes navigation with voice recognition, a rearview camera (yes, the special option that I mentioned earlier) and steering wheel controls to manage it all.
And that steering wheel stands out in this class, not only due to the handy buttons that include switches for setting the cruise control at the right, but also because of its unique design. The indents for the thumbs are comfortable to grip, and its good solid construction made me feel like I was driving a sport sedan rather than an SUV.
Speaking of driving, the new CR-V isnt quite a sports sedan, but it performs extremely well for a vehicle in this class. Still, if you were thinking that Honda would succumb to the pressure of adding its wonderful 3.5-liter V6 to the lineup, like it did with Saturns VUE, or another cog to the automatic gearbox, like archrival Toyota has with its new RAV4, you might be a bit disappointed. Once again the only engine is Hondas practical and fuel efficient 2.4-liter four-cylinder making 166-hp and 161 lb-ft of torque, plus the transmission that puts power down to the road only gets five forward speeds. And incidentally, theres no manual transmission anymore, due to little interest from buyers.
Theres ample power for performing daily duties, in case you were wondering, while Hondas fuel economy estimate is 23 mpg in the city and 30 on the highway with front-wheel drive (22 and 28 respectively with AWD) - very good for this class. Still, during testing we only ever had two people on board and nothing more than camera equipment for cargo, so its difficult to say how it will accelerate when fully laden.
It seems that Honda has spent more resources refining the undercarriage that now feels smoother, while simultaneously delivering better control through the corners. Hidden away from view is a fully independent suspension system with MacPherson struts up front and a multi-link setup in the rear, for optimal car-like handling. The addition of a lower center of gravity than the previous CR-V, by 1.4 inches, a more rigid body structure thanks to 58 percent high-tensile steel, makes it really feel light on its feet, and although hardly a sports car, its definitely fun to drive.
Standard traction control as well as Hondas optional Real-Time Four-Wheel Drive system gives the CR-V extra grip when the going gets slippery, especially important when trudging through muddy grass (as I did while testing), snow or trying to maintain control while taking off in icy conditions, or, and you never know when Mother Natures going to strike.
Last year I was trying to head up the ski hill when the road patrol stopped me and told me to turn around due to only having front-wheel drive. I looked on in envy as a number of SUVs with four-wheel drive passed me by and headed up the mountain to all that fresh powder. Why am I saying this? Because you might not be aware that the CR-V can be had with front-wheel drive only, as is the case with most SUVs. If you live in areas with colder climates than can get wet and/or snowy, like the Pacific Northwest, or colder yet, the Dakotas, you might want to sacrifice the more economical choice, both at the time of purchase and on an ongoing basis at the pump, and opt for four-wheel drive.
No matter whether two- or four-wheel drive, the CR-V reacts well to panic braking situations thanks to standard four-wheel discs with Advanced Logic four-channel ABS and electronic brake force distribution. And safety in mind, active front headrests are also standard, plus Hondas Advanced Compatibility Engineering (ACE) body structure that enhances collision energy management through a network of load bearing structures. Of course, dual front airbags are also included, as well as side thorax bags for front passengers and side curtain airbags for all outside occupants, important for side impact and also for rollovers.
Of course, the CR-Vs relatively low center of gravity (for an SUV), as mentioned, plus its wide stance and car-like suspension will mitigate potential rollovers, while its standard electronic stability control should help keep it upright as well. A tire pressure monitoring system is also standard, automatically checking for optimal tire pressure because, despite it being so important, most of us never do so ourselves.
Most CR-V buyers will probably be equally appreciative of its load carrying capacity, so when you get the chance to see one up close take a look at all the room rear passengers enjoy, and while theres no third row for extra passengers, Honda has more than made up for it in cargo space, with 35.7 cubic feet when all the seats are in use and 72.9 cubic feet when the split rear seatbacks are folded forward.
Not only is there a lot of cargo space back here, but the lightweight, top-hinged liftgate is a lot more convenient than the awkward side-swinging door of the old model. Like the old CR-V, and the current RAV4 and Suzuki Grand Vitara, the outgoing models rear door opened from the wrong side for North American roads, making these vehicles potentially dangerous for getting things into or out of when parallel parked on a busy street, and they dont shelter you from the elements either. The new liftgate is much more convenient, easy to open and close and allows for more car-like styling, sans an externally mounted spare tire.
Now that were talking about the CR-Vs rear quarters, I dont think too many will complain about its more distinctive styling either. Its new sculpted door panel adds a sense of ruggedness to the design, while its tall vertical tail lamps visually tie it in with the previous generation SUV. Its most distinctive character line is probably the new rear quarter window that gives the CR-V a sleeker profile, belying its actual proportions, which are more upright in back.
I like the way the sculpted gray trim on the lower valance wraps around the entire vehicle, just another styling detail that helps the CR-V stand out. And up front its totally new too. The way its headlights flow down into the lower grille is especially attractive and totally unique, helping to make the upper grille look like its floating above as part of the hood.
But of course, styling is a personal thing. I like it, but I can see that some faithful CR-V customers might take a little more time to warm up to the design, or possible never accept its comparatively radical departure. Anyway you look at it, the combination of shapely panels results in a ten percent improvement in the CR-Vs coefficient of drag (Cd), which makes for a quieter cabin and better fuel economy.
They wont need much time to get comfortable behind the wheel, mind you, and because of this and the new CR-Vs many improvements, as well as greater interest in the compact SUV segment overall, Im guessing that this new model will sell even better than the old one.
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2007 Honda CR-V Road Test
Is It Good Enough to Remain Number One in Global Sales?
If you happen to own a compact sport utility vehicle, chances are good that its a Honda CR-V. Its the best selling compact SUV in the world, after all, with more than two and a half million sold since it debuted in 1995.
Despite being in its final year of production, the current 2006 CR-V continued to sell well right up until the changeover to the 2007 model. If you combine general increased interest in the crossover market segment, expected to grow by 15 percent this coming year, most of which is focused on compact SUVs, its no wonder Honda is so bullish about the new models potential for success, despite the heavy competition in the compact crossover market segment.
Part of the reason I think Honda will meet its goals for the new model is because of the current CR-Vs extremely high owner satisfaction index. More than 20 percent of the popular SUVs buyers repurchase it two or more times in a row, an astounding number.
Not taking the loyalties of its CR-V customers lightly, Honda has reinvented the popular model for 2007. Its wider than the old model, and longer bumper to bumper (although not when you factor in the old CR-Vs rear-mounted spare tire), plus its also roomier than its predecessor, while the interior has been refined, its driving dynamics upgraded and overall its much safer.
Before I delve too much further into what makes the 2007 CR-V a formidable player in the compact SUV segment, its probably best to take a look at why this type of vehicle is selling so well right now. Obviously, high fuel prices are causing consumers to take notice of smaller vehicles overall, and those that need to haul more people or stuff are looking to the compact and midsize crossover segments to fill the bill. Thats why were seeing more seven-seaters in these classes, like Toyotas RAV4 and Hyundais Santa Fe. Honda already has the midsize Pilot, however, and didnt see the need to stretch its CR-V to unwieldy proportions in order to fit in a third row, knowing full well that it would not only compromise second row roominess but would merely be useful for the pre-teen crowd anyway. The result is a new CR-V that bucks current trends and only seats five.
Personally, I like this new breed of crossover due to a general ease of use. Even getting inside of the CR-V, for instance, takes less effort than either sliding down into a low-slung car seat or climbing high into an off-road capable SUV, with the seating height near perfect for most peoples body types. Once inside, the taller seating position gives the driver greater command over the road and surrounding vehicles, with better visibility than conventional cars, just like with rival crossover SUVs. The CR-Vs abundance of glass makes sure such an advantage doesnt go wasted, and despite rear windows that are narrower than those of its predecessor, its fairly easy to see around the vehicle... and even easier thanks to a top-tier option that Ill get around to telling you about in a minute.
One of the things I liked about the outgoing CR-V was its unique sense of interior style, and the new one wont disappoint those who like solid reliability served up with a touch of individuality. It appears more Acura-like than any previous Honda, with more leather and bright metallic trim in top-line models, plus seriously high quality switchgear. Theres nothing particularly fancy about the HVAC system, but those in colder climates will appreciate the large primary knobs that can even be used while wearing thick gloves. The large buttons complement the design, and feel well made thanks to very little side-to-side play.
Base models get an AM/FM/CD/MP3/WMA-compatible audio head unit with an auxiliary plug for external devices like portable MP3 players or iPods, while a six-disc CD player integrated into a much better looking interface can be had with upgraded trim levels. Top-of-the-line CR-Vs get an impressive 270-watt unit with all of the same features of the entry-level stereo plus that integrated 6-disc changer, a digital audio card reader, six speakers and a subwoofer. The system also includes navigation with voice recognition, a rearview camera (yes, the special option that I mentioned earlier) and steering wheel controls to manage it all.
And that steering wheel stands out in this class, not only due to the handy buttons that include switches for setting the cruise control at the right, but also because of its unique design. The indents for the thumbs are comfortable to grip, and its good solid construction made me feel like I was driving a sport sedan rather than an SUV.
Speaking of driving, the new CR-V isnt quite a sports sedan, but it performs extremely well for a vehicle in this class. Still, if you were thinking that Honda would succumb to the pressure of adding its wonderful 3.5-liter V6 to the lineup, like it did with Saturns VUE, or another cog to the automatic gearbox, like archrival Toyota has with its new RAV4, you might be a bit disappointed. Once again the only engine is Hondas practical and fuel efficient 2.4-liter four-cylinder making 166-hp and 161 lb-ft of torque, plus the transmission that puts power down to the road only gets five forward speeds. And incidentally, theres no manual transmission anymore, due to little interest from buyers.
Theres ample power for performing daily duties, in case you were wondering, while Hondas fuel economy estimate is 23 mpg in the city and 30 on the highway with front-wheel drive (22 and 28 respectively with AWD) - very good for this class. Still, during testing we only ever had two people on board and nothing more than camera equipment for cargo, so its difficult to say how it will accelerate when fully laden.
It seems that Honda has spent more resources refining the undercarriage that now feels smoother, while simultaneously delivering better control through the corners. Hidden away from view is a fully independent suspension system with MacPherson struts up front and a multi-link setup in the rear, for optimal car-like handling. The addition of a lower center of gravity than the previous CR-V, by 1.4 inches, a more rigid body structure thanks to 58 percent high-tensile steel, makes it really feel light on its feet, and although hardly a sports car, its definitely fun to drive.
Standard traction control as well as Hondas optional Real-Time Four-Wheel Drive system gives the CR-V extra grip when the going gets slippery, especially important when trudging through muddy grass (as I did while testing), snow or trying to maintain control while taking off in icy conditions, or, and you never know when Mother Natures going to strike.
Last year I was trying to head up the ski hill when the road patrol stopped me and told me to turn around due to only having front-wheel drive. I looked on in envy as a number of SUVs with four-wheel drive passed me by and headed up the mountain to all that fresh powder. Why am I saying this? Because you might not be aware that the CR-V can be had with front-wheel drive only, as is the case with most SUVs. If you live in areas with colder climates than can get wet and/or snowy, like the Pacific Northwest, or colder yet, the Dakotas, you might want to sacrifice the more economical choice, both at the time of purchase and on an ongoing basis at the pump, and opt for four-wheel drive.
No matter whether two- or four-wheel drive, the CR-V reacts well to panic braking situations thanks to standard four-wheel discs with Advanced Logic four-channel ABS and electronic brake force distribution. And safety in mind, active front headrests are also standard, plus Hondas Advanced Compatibility Engineering (ACE) body structure that enhances collision energy management through a network of load bearing structures. Of course, dual front airbags are also included, as well as side thorax bags for front passengers and side curtain airbags for all outside occupants, important for side impact and also for rollovers.
Of course, the CR-Vs relatively low center of gravity (for an SUV), as mentioned, plus its wide stance and car-like suspension will mitigate potential rollovers, while its standard electronic stability control should help keep it upright as well. A tire pressure monitoring system is also standard, automatically checking for optimal tire pressure because, despite it being so important, most of us never do so ourselves.
Most CR-V buyers will probably be equally appreciative of its load carrying capacity, so when you get the chance to see one up close take a look at all the room rear passengers enjoy, and while theres no third row for extra passengers, Honda has more than made up for it in cargo space, with 35.7 cubic feet when all the seats are in use and 72.9 cubic feet when the split rear seatbacks are folded forward.
Not only is there a lot of cargo space back here, but the lightweight, top-hinged liftgate is a lot more convenient than the awkward side-swinging door of the old model. Like the old CR-V, and the current RAV4 and Suzuki Grand Vitara, the outgoing models rear door opened from the wrong side for North American roads, making these vehicles potentially dangerous for getting things into or out of when parallel parked on a busy street, and they dont shelter you from the elements either. The new liftgate is much more convenient, easy to open and close and allows for more car-like styling, sans an externally mounted spare tire.
Now that were talking about the CR-Vs rear quarters, I dont think too many will complain about its more distinctive styling either. Its new sculpted door panel adds a sense of ruggedness to the design, while its tall vertical tail lamps visually tie it in with the previous generation SUV. Its most distinctive character line is probably the new rear quarter window that gives the CR-V a sleeker profile, belying its actual proportions, which are more upright in back.
I like the way the sculpted gray trim on the lower valance wraps around the entire vehicle, just another styling detail that helps the CR-V stand out. And up front its totally new too. The way its headlights flow down into the lower grille is especially attractive and totally unique, helping to make the upper grille look like its floating above as part of the hood.
But of course, styling is a personal thing. I like it, but I can see that some faithful CR-V customers might take a little more time to warm up to the design, or possible never accept its comparatively radical departure. Anyway you look at it, the combination of shapely panels results in a ten percent improvement in the CR-Vs coefficient of drag (Cd), which makes for a quieter cabin and better fuel economy.
They wont need much time to get comfortable behind the wheel, mind you, and because of this and the new CR-Vs many improvements, as well as greater interest in the compact SUV segment overall, Im guessing that this new model will sell even better than the old one.
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2005 Honda Accord Hybrid Road Test
What Happens When Super Efficiency Meets Surging Power
It looks like an Accord. It rides and drives like an Accord. Heck, it even smells like an Accord, but no, this is no regular Accord. Its an Accord Hybrid. As it might appear, Im making a big deal out of the fact that theres just one additional word at the end of this Hondas name. Big deal, you might say to yourself, and you know what, it is. That one little word, that one inconspicuous badge, makes a world of difference in performance and economy, plus it actually makes it the ultimate Accord.
About this Accord; in a nutshell, its the third hybrid vehicle that Honda has committed to production and a new entry for 2005. Its role as environmentally friendly family transportation follows the compact Civic Hybrid sedan and the miniscule but ecologically sound Insight, but unlike the previous two trials, Honda has chosen a different tactic. Beneath its ordinary-clothes exterior lie advancements that place it bounds ahead of even the most technically advanced hybrid Honda makes. Its also the best Honda hybrid to date, a few words of notoriety which ought to be enough to project this Accord into fame, even if it is for only forty-five seconds or so, until the next revolutionary hybrid arrives.
For the sake of brevity, I wont dance around the Accords impressive stats and accomplished goals for too long. With Hondas IMA hybrid system, a "mild hybrid" system which operates in conjunction with the standard gasoline motor, Honda has effectively created a system that further boosts the V6 powertrain. Electrical assist makes for a 30 mpg city, 40 mpg highway rating possible, which bests not only the regular Accord V6 by some 43 percent, but the regular four-cylinder model as well. Heck, it even verges in on the Civics ratings, which as far as Im concerned is pretty darned good! When driven appropriately, its possible to extract a diesel-like 600+ miles per tank. Never mind the fact that its the quickest Accord sedan in production, shaving a half second off its 0-60 mph time of just seven and a half seconds. Its only edged out by the more powerful, six-speed manual EX-V6 Coupe, but still, seeing the tailpipes and lights of this one will be an increasingly popular sight.
As you know, batteries and densely coiled wire arent light, the IMA system, components amassed together weighs approximately 285 lbs. With excess weight being the mortal enemy to performance machines and fuel-savers alike, Hondas engineers cleverly pared out weight by sorting through its material parts list. Amazingly, two thirds of this mass has been negated by revisions elsewhere in the car. Lightweight aluminum is used on the hood, the bumper beams, suspension components, wheels and non-supporting components of the chassis, not to mention a few nips and tucks that reduce weight elsewhere. All in all, the Hybrid weighs about 120 lbs more than a regular automatic V6 Accord for a curb weight of 3,525 lbs.
In the week when the Accord Hybrid was in my possession, I made a quick road trip down to Detroit, Michigan. Essentially a non-stop journey, the Accord Hybrid was an effective long-distance cruiser, swallowing highway mileage without guzzling gas. The entire trip, including mulling about in Ann Arbor, a total of close to 900 miles of driving used a tank and a quarter. The proof really is in the pudding; hybrid technology has very useful applications in areas youd have never thought.
While the Accord remains a popular choice with Americans, fending off other sedans challenging it for first place, I didnt spot a single hybrid model on the trip, but then again, theres nothing eye-catching to help. This Accord looks no different than any other plain-clothes model; the changes made are even subtler than that of the Civic Hybrid. Mods are limited to a decklid spoiler, aero antenna, charcoal-colored grille, and larger but more aerodynamic 215/60 R 16 wheels. The biggest clue is still the Hybrid badge, but youll have to squint to see it. At the same time, the plain-Jane black Accord didnt attract any unwanted attention either. With the upcoming 2006 facelift, expected to arrive early next year, the Hybrid will most likely become even more inconspicuous.
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Honda Increasing Ridgeline Pickup Truck
nnovative Cargo Bed Trunk and Swing-Out Tailgate Put Ridgeline into Class of One
Few outside of Hondas inner circle could have predicted the popular Japanese brands new Ridgeline pickup truck would experience such a warm reception, but sales are exceeding expectations forcing the automaker to increase production at its Canadian plant.
Initially, Honda of Canada Manufacturing was to produce 53,000 units for its fiscal year of 2006, divided into 3,000 for Canada, a market which sells far fewer midsize pickup trucks per capita than the U.S., which would take 50,000 in total. Now, the Japanese automaker has increased its daily input of its new Ridgelines, according to a report released by the Specialty Equipment Manufacturing Association, the automaker is on target to produce 80,000 pickup trucks annually.
The unique truck seems to be carving out a niche among buyers who either wouldnt normally buy into the light truck segment or are looking for something more from the pickups they already own.
What does the Ridgeline offer that conventional pickups dont? First and foremost is a higher level of refinement, from the engineering of its drivetrain, integrated frame and unibody construction and fully-independent suspension components, to its spacious, yet car-like interior.
Its even different from a utility perspective, being the first truck to offer a trunk under the cargo bed, a swing-out or drop down tailgate, and more.
Expected reliability is also extremely high, just because a Honda badge is affixed to the front grille, and whats more, the Ridgeline is the first four-door pickup to earn the U.S. governments highest crash test rating for frontal and side-impact crashes.
The Ridgeline was never expected to put fear in the eyes of Ford F-150 sales executives, but its useful innovation and mixture of car-like driving dynamics and tough-truck towing and hauling capabilities give it street cred. No wonder its seeing better than expected sales.
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