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Mitisubishi's Outlander Sport defines the crossover segment

    
The Mitisubishi Outlander Sport (2013 edition) fits in well at the University of Washington Arboretum. (Photo by Terry Parkhurst)

  The Mitsubishi Outlander Sport is akin to seeing someone who reminds you of someone you used to know, but can’t place in your memory. In this case, that’s because what designers call the “face” comes courtesy of its cousin, the Lancer. In fact, the Outlander Sport might be considered a Lancer set up for off-road use, since its underpinnings also come from the Lancer.

Configured to ride a bit higher in the saddle, the Outlander Sport is a perky looking little rig – shorter than its sibling, the Outlander proper by 14.5 inches, at 169.1inches -- that fits right into that recent automotive  niche known as the “crossover.” The term was devised by some product planner as a way of differentiating small sport utilities that have more in common with automobiles than the traditional body-on-frame behemoths that were the favored rides of many Americans, prior to gasoline hitting four dollars a gallon, in the summer just before the fall of Lehman Brothers.

The hatchback rear of the Outlander Sport has a bit of a forward slope consistent with the theories of German aero dynamist and engineer Wunibald Kamm. Call it a kammback-hatchback. No word on what the drag coefficient of the Outlander Sport might be, as a result; but it certainly looks right.

There's 20.1 cubic feet of cargo space behind the second row of seats (21.7 cubic feet, sans sub-woofer), plenty enough for at least one cat carrier. (Photo by Terry Parkhurst)

  The interior is comfortable and most everything falls readily to hand; however, the sightlines from the driver’s seat aren’t good and the rear-view camera, that actuates when the Outlander is put into reverse is very much needed.

The navigation system screen becomes a rear-view mirror,when the Outlander is shifted into reverse. (Photo by Terry Parkhurst)

While the Outlander is a front-wheel drive vehicle, there’s the ability to electronically change it into all-wheel-drive by using a “driving mode” selector, while the ignition switch or the operation mode is on. By pressing the drive mode selector, the drive mode can be changed from 2WD, 4WD auto or 4WD Lock. The drive mode is displayed as an interrupt display within the instrument panel. After being actuated, the information screen returns to its prior display.  If that sounds confusing, be assured that after using it to go back to two-wheel drive, from four-wheel drive, it becomes as easy as using an ATM.

Vehicle dynamics on a round trip between Seattle and Tacoma, Washington seemed to compare favorably with the likes of the querulous looking Nissan Juke or the mini-utility Subaru Forester. The suspension architecture underneath is MacPherson struts, up front, and multiple trailing links, in the rear; both are assisted by stabilizer bars, 22 mm diameter, up front and 16 mm, rearward.

The only negative noted seemed to be a lot of road noise. A friend who’s a longtime service technician who came along for a ride noted it, after a short drive that included a loop from his shop, onto the freeway to test acceleration and back to the shop. Whether that’s something to do with the shock settings or underperforming engine mounts (as a friend in the San Francisco bay area who recently road-tested an Outlander Sport seemed to feel), is speculation. It’s about at the level which many front-drive automobiles used to evidence, back when manufacturers were still trying to dampen out the effect of having an engine and transmission, up front.

While too many consumers might not be aware of it, Mitsubishi has been building dependable, long lasting four cylinder engines for the American market, since its Astron series of engines debuted in rebadged Dodge Colts in the late 1970s. (The same in-line four cylinder engine within which Mitsubishi utilized Frederick W. Lanchester’s counter-rotating shaft, anti-vibration system and dubbed it the Silent Shaft; later to be used, under license, by Porsche for its three-liter, in-line four cylinder engine.) In fact, the Astron four-cylinder engine was competent enough to survive usage, in various Mitsubishi models, for 25 years.

The two-liter, four-cyinder DOHC (double-overhead cam) engine in the Outlander Sport produces 148 horsepower at 6,000 rpm and 145 lb./ft of torque at 4,200 rpm.(Photo by Terry Parkhurst)

  The engine bay of the Outlander Sport contains a DOHC (double overhead camshaft), 16 valves, normally aspirated, all-aluminum four-cylinder engine producing 148 horsepower at 6,000 rpm and 145 lbs. /ft. at mid-range (4,200 rpm). It’s plenty enough to power the Outlander Sport’s 4,343 pounds (gross vehicle weight) to freeway speeds, while achieving 27 mpg (noted in real time, thanks to the trip computer). Best of all, in these days when most of us have become fiscal conservatives, it runs on unleaded regular gasoline (87 octanes).

The Outlander Sport can be ordered with either a five-speed manual transmission or a CVT (continuously variable transmission); the latter allows shifting in what’s usually called “manumatic” mode and Mitsubishi calls “Sportomatic.” Moreover, for those who want to channel their inner F1 driver, paddle shifters pop off the steering wheel stalk.

When put into the left side of the shift-gate, the Sportomatic CVT transmission allows manual settings,up and down, six speeds forward; towards the plus symbol for upshifts and back to the negative symbol for downshifts. (Photo by Terry Parkhurst)

  Off-road testing was limited to the dirt roads of the University of Washington Arboretum; however, when you consider that there’s a four-wheel drive setting which allows for a locked differential, the Outlander can be considered a serious off-roader.

The Outlander Sport seems to be a decent alternative to more expensive crossovers, such as the Honda CR-V. The Outlander is easier to park, in the city, since it is fully 9 inches shorter than the CR-V; and it also offers a manual transmission, which the CR-V doesn’t.  The tested version was the Sport SE AWC, which had an MSRP (Manufacturer’s Suggested Retail Price) of $23,695.00 and was loaded with optional equipment that cost $4,050.00; those options included a navigation system with the aforementioned back-up camera at $2,000.00; a 710 watt Rockford Fosgate sound system and Panoramic glass sunfoof (part of the Premium Package at $2,050.00). Final tally, with destination/handling charge of $825.00, was $28,750.00.

A sub-woofer in the rear cargo area is part of the 710 watt Rockford-Fosgate sound system, that's part of the Premium (option) Package. It does reduce storage a bit; but it might not matter if you're in the demographic intended for a sub-woofer. (Photo by Terry Parkhurst)

  Equipped with a manual transmission, the Outlander Sport starts at $19,995.00. If you don't have a problem with using a clutch pedal and don't require a plethora of options, the basic front-wheel drive Outlander Sport ES offers a good alternative. -- Terry Parkhurst

 

Toyota's Avalon now available as a hyper-miler sedan

 
  The Avalon has always had size on its side. Now it has a variant bringing outstanding mileage to the deal, too. (Photo courtesy of Toyota Motor Sales, USA)

 Years ago, Buick had a great tagline for its ads, that being, “When better cars are built, Buick will build them.” Toyota could now, if it was so inclined, restate that and say, “When better Buicks are built, Toyota will build them.”

Sized like Buick automobiles have traditionally been, at 195.2 inches in length and with a 110 inch wheelbase, the Avalon sedan, especially the hybrid edition, is the car that Buick – or some American manufacturer – should have built. The exterior is the most aggressive-looking design worn by the Avalon. The air intake upfront has a look to it that’s akin to a jet engine intake and a Ferrari Enzo. This is a case of form-following-function, as much as anything.

While the Avalon can be equipped with a 3.5 liter, double-overhead camshaft V6 producing 268 horsepower and 248 lb/ft of torque, the big news is a hybrid edition that allows 40 miles-per-gallon in the city or 40 mpg on the highway, according to the EPA (Environmental Protection Agency), for an average of 40 mpg.

The Avalon hybrid uses the same 2.5-liter, Atkinson-cycle, four-cylinder engine, as the Camry. It is joined, in the engine bay, by a power-control unit which houses an inverter, a DC-DC converter, a step-up converter (raises voltage to a maximum of 650 volts) and the hybrid-drive ECU, which governs the seamless operation of electric-motor power application and regenerative braking. The power control unit also relies on liquid cooling to maintain an efficient temperature.

Underneath the hood of the Avalon hybrid there's a four-cylinder internal combustion engine (left) and an inverter, a DC-to-DC converter, a step-up converter and a hybrid drive ECU (electronic control unit). (Photo by Terry Parkhurst)

Two electric motors are located in the back, inside the transaxle; one motor charges the hybrid electric batteries and starts the four-cylinder engine, while the other provides propulsion.

A 244.8-volt nickel-metal hydride battery pack is located underneath the rear seat; thus allowing for maximum trunk space. Rear seat space is reduced, down three cubic feet to 49, from the previous generation.

The internal combustion engine puts out 156 horsepower and 156 lb/ft of torque. The two electric motors produce 141 horsepower and 199 lb/ft of torque. Coupled together, all three produces 200 horsepower.

The drag coefficient of the body is 0.28, the same as the Scion coupe. It’s not so much sculpted as devised by a wind tunnel. Fuel economy mandates have ensured that.

The interior is also redesigned. It's reminiscent of an airplane cockpit. At night, lights glow at the base of the dashboard and instrument legibility gives the impression that this is more a driver's car, than the previous editions.

The Avalon's instrument panel is lit up in a manner akin to an airplane's panel. (Photo by Terry Parkhurst)

Leather seats are standard; if the car is equipped with a tan or gray interior, there are contrasting colors throughout the cabin. The dashboard is vinyl but of durable enough material that it could also pass for leather. The center console has a back-up camera that comes automatically into play when the driver shifts into reverse. A nice feature of the console is the eBin; it has a non-slip surface for a cell phone, two 12 volt power outlets, an auxiliary audio jack and a USB port.

Contrasting colors are available throughout the interior of the Avalon, when tan or gray is featured. (Photo by Terry Parkhurst)

Equipped with a six-speed automatic CVT, which can be shifted, via a manumatic gate off to the left of the shifter stalk, acceleration was brisk and smooth. The Avalon hybrid can go from a standing start to 60 miles-per-hour in about seven seconds. (The tested car's mettle was calibrated, traditionally if somewhat inaccurately, with a stop-watch.) The top speed is somewhere between 120 and 130 mph. (That was not verified, since the tested car was not driven on a race track.)

A planetary gear-set blends electric and gas power, sending both to the rear wheels without the use of belts, as is done with most CVTs. Nonetheless, the transmission behaves much like a conventional CVT; uptake is smooth and seamless.

Electric-only operation is available using a light foot, up to about 20 miles-per-hour. You can lock the power-train into an electric-vehicle mode with an EV setting for stop-and-go city driving; but it’s overridden, when speed or load demands. There are other settings the driver can use, in the center console, for Eco or Sport driving. The ECO drive mode engages the gasoline motor, but reduces throttle response and HVAC output to help improve overall efficiency. The  Sport mode takes full advantage of the new Avalon’s dynamic character, improved chassis, and enhanced suspension by altering the engine’s throttle response and enhancing steering feel.

Underneath the new Avalon is a fully independent suspension, with settings that are stiffer than the previous generation. A tight right hand turn, on a four-mile loop that took us from northbound Highway 99 in Seattle, back down towards Lake Union, demonstrated how much improved the handling is, from even the most previous model. There was little body roll and the car was well positioned to accelerate, after braking and downshifting into the turn – preferred stance for a front-wheel drive car.

Steering feel of the electrically-actuated, power steering is as good as can be expected from such a set-up; however, it is responsive. Additionally, the regenerative braking, which allows charge to be put back into the battery pack, still allows enough pedal feel to differ little noticeably from a conventional braking system.

The hybrid version of the Avalon sells for about $4,600 more than a conventional Avalon; base price for the tested hybrid Avalon was $35,555.00. After adding in the destination fee of $795.00, a rear bumper appliqué at $69.00 and all weather floor and cargo mats at $200.00, the final price was $36,619.00.

Overall, the new Avalon hybrid feels as competent as any German luxury car, but should give most competition to its corporate cousins, the Toyota Camry and the Lexus LS. Built on the same platform as both, and priced about $7,500 less than the Lexus hybrid, it’s probably finally going to achieve the goal Toyota has, of expanding the market for the Avalon to a new demographic. – Photos (save for one noted) and text © Terry Parkhurst

 

Mitsubishi's MiEV is an affordable electric car - not a science experiment

The 2012 Mitsubishi MiEV is an electric car that might have staying power. (Photo by Terry Parkhurst)

The Mitsubishi MiEV might change the landscape for commuters in a fashion similar to the way that the Honda Civic and Toyota Corolla did in the early 1980s. With a range of just 67 miles, before a driver gets into the zone where the batteries need to be recharged, it takes a bit of accomodation; but it also is the most affordable way to commute by using only electricity, that's offered by a major auto manufacturer.

The standard list price is $29,125.00, and with an applicable Federal tax credit of $7,500 that's in place to encourage the prolifferation of electric vehicles, the cost drops to just $21,625.00.

The exterior design, coupled with its diminitive size, draws comments such as "Is that a real car?" (as it did during one photo session). But the fact that Mitisubishi has an 8 year/10,000 mile warranty on the 88 cell, 330 volt lithium-ion battery pack indicates that indeed it is.

Thanks to the tall roof, the interior is roomy if ordinary; however, this is a case of where the word - ordinary - is comforting. The controls are easily understood and fall readily to hand.

The shifter has three settings in the MiEV: "D", for maxium torque; "Eco" to reduce battery consumption; and "B" to increase regenerative brake biasing to augment energy recycling. (Photo by Terry Parkhurst)

Features on any MiEV - whether the base model ES of the upgrade SE ($31,125.00, before the $7,500 tax credit) - inside the cabin include: an electric manual air-conditioner with micron filter; an electric compressor cabin heater; a driver's side heated seat; a four-speaker, 100-watt AM/FM/CD audio system with MP3/WMA playback; and an auxiliary 12 volt DC power system.

There are three ways to recharge the MiEV. The one that comes with the car is a 110 volt/8 amp, Level 1 portable charging cable that plugs into a standard wall outlet; its estimated charging time, from a low battery to a complete recharge is 22.5 hours.

This 110 volt charger comes with the Mitsubishi MiEV and can plug into an electrical outlet. A complete charge with it takes an estimated 22.5 hours. Those who can afford an electrician to do the job properly, might want to have a 220 volt charging system put into their car port or garage. (Photo by Terry Parkhurst)

An Eaton EVSE charging system will reduce the estimated re-charge time for a completely empty battery to just 7 hours. The least amount of time to recharge comes with a CHAdeMO level 3 charger, such as you'd find at a public charging system; that sort of charger requires an optional DC charging port, available as an option from Mitsubishi. The time a level 3 charger takes to produce an 80 percent charge in a completele depleted battery is about 30 minutes.

The way that the EPA (Environmental Protection Agency) has devised to rate the fuel economy of the MiEV is something that requires a bit of engineering insight. It's called MPGe and stands for "Miles Per Gallon Equivalent." It measures the average distance travelled per unit of energy consumed as it relates to an alternative powered vehicle. It's based on the fact that one gallon of gasoline is equivalent to 115,000 BTUs (British Thermal Units) and the fact that 115,000 BTUs is equal to 33.7 kWh (kilowatt hours) of electricity.

In the case of the MiEV (North American specifications), the EPA has determined that it requires 30 kWh to travel a distance of 100 miles. From that, is derived the figure of a combined city and highway average of 112 MPGe.

Notable is the fact that while almost all internal combustion engines achieve greater fuel economy on the open road - think freeway - than in city driving, the opposite is true of an electric automobile (or truck). The reason is that an electric can gain a great deal of free energy, due to regenerative braking; due to the stop-and-go driving frequently necessary within most any city.

Given that, the EPA estimates that the annual cost for fuel - think electricity - for the MiEV is just $500. In fact, the EPA estimates that you'd save $9,850 over five years with a MiEV. For that kind of money, Americans might be able to learn to live with the inherent challenges of a car that has a range of 67 miles before needing more of what it takes to drive it. -- Terry Parkhurst

Recommended site: For a complete road test of the 2012 Mitisubishi MiEV look at: http://www.newcartestdrive.com

Note: If you have any trouble with the link provided to NewCarTestDrive.com, please leave mention of this in the comments section.

Scion hopes to make small, big again

Justin Cornett, Regional Vehicle Supply and Allocation Manager for Toyota Motor Sales in the northwest, stands behind a 2012 Scion iQ painted "Pacific Blue Metallic." (Photo by Terry Parkhurst)

  Scion, the idiosyncratic offshoot of Toyota, is planning on making a go of doing something that the Smart car tried to do and failed: convince Americans to buy a really small automobile. Scion has studied where Smart stumbled and they believe that they've perfected the basic formula required to create something uniquely suited to driving in a city.

“The people we sell to, don't want to see themselves coming and going,” said Justin Cornett, Regional Vehicle Supply and Allocation Manager, Toyota Motor Sales, up from Portland, in Seattle to show two 2012 Scion iQ coupes. “They want the Scion name and what goes with it. We find that when they trade their Scion in, it's usually for another Scion. If their needs change – they start a family – they get a Toyota.”

 It's that sense of owner loyalty, along with more amenities and room, that has Cornett figuring Scion has gotten the formula right, where Smart left certain things undone.

  The Scion iQ is about 10 feet long, about a foot longer than the Smart car. It stands about 4.9 feet tall. Scion says it's the world's smallest four-seat automobile. It accomplishes that because the driver and front passenger seats are slightly offset. Cornett makes a point to enlist two associates who are a bit taller than six feet as demonstrators. One gets in the back and the other gets in the passenger seat. Opening the rear hatch window, it's evident that the one in back indeed still has a bit of headroom.

Unlike the Smart, which uses a Mitisubishi-sourced three cylinder engine positioned in the rear, the iQ has a front engine with front-wheel drive. That feat was accomplished by the engineers, without impinging on interior space by utilizing a compact, front-mounted differential, a high-mount steering rack with electronic power-steering, and a compact “stacked” air-conditioning unit. Additionally, those features allow significant decreases in front-end length.

The exterior design, with its stout headlights and unusual proportions are reminiscent of the most successful small car to sell in the States: the venerable, original Volkswagen Beetle. Sitting inside the cabin, you see that it's wide and gives one a sense of space not associated with a mini-car, especially the one that the Scion iQ was designed to emulate; yet improve upon its template.

The Smart car struggled to be taken seriously, as this vanity plate on one owner's car indicates. (Photo by Terry Parkhurst)

  The Smart car, which began life as a design concept from the Mercedes-Benz Advanced Design Studio in California, was a response to that state's zero emission mandate; as much as it was designed to help Mercedes-Benz with corporate average fuel economy mandates, in Europe and America. It had a rocky gestation period, as a Mercedes A-class car, flipping during a test done by Swedish journalists. That test was designed to emulate avoiding a moose. It halted deliveries, back in 1997, until changes were made to the suspension.

  In the last decade, production finally went ahead for America with distribution established by the Penske Automotive Group. In 2008, as gasoline hit four dollars a gallon, the dealer network established by Penske, sold 24,622 cars; however, sales fell dramatically in the following years. In 2010, sales had fallen to just 5,927 cars – a 59 percent drop.

  While the entire automotive industry saw sales drop, the Smart car had its own issues. One of them was the fact that even though its small size indicated high fuel economy, the reality was something else.  Car and Driver magazine's Steve Spence reported, during a stint evaluating one, “Our test vehicle got a disappointing 32 mpg overall, not the 50 to 60 mpg it looks like it should deliver; and the tiny engine requires pricey 91 octane fuel.”

 The Scion iQ not only runs on regular gasoline, but achieves a EPA certified combined fuel economy figure of 37 mpg. It also is derived by using a 94 horsepower, 1.3 litre four cylinder engine, compared to the Mitsubishi built, 70 horsepower, 61 cubic-inch three cylinder engine in the Smart car.

  But it's the overall size of the iQ which Justin Cornett sees as its unique selling point.

  “This car is designed for an urban environment, where parking is at a premium,” he said.

  The estimated MSRP (Manufacturer's Suggested Retail Price) for the Scion iQ is $15,265; with delivery and handing fees adding another $730 to the sticker. That price includes 11 airbags – one being the industry's first rear-window airbag – and anti-lock brakes, traction control and stability control.

  Toyota also seems to understand the Scion's demographics. The standard 160 watt Pioneer audio system includes Bluetooth connectivity and hands-free telephone connectivity; but an option allows 200 watt maximum output audio with Pandora ® internet radio to be connected through an iPhone ®.

  Due to the earthquake resultant tsunami which hit Japan earlier this year, production has been hampered, and so too, the roll-out. Toyota hopes to have enough vehicles for its Scion dealers in the West Coast states, by October. It's uncertain as to how soon those in the Southeast and Gulf coast states will get the iQ.

  Scion is also hoping to start selling a fifth vehicle, a sports car called the FR-S, with a Subaru flat-4 cylinder engine and rear drive platform, next spring. When asked if it might mean a Scion factory in America, Cornett explained, “Only in the United States is the Scion marketed as anything but a Toyota. Low volume and the shared platform with the FR-S for the fifth car, means that it's unlikely that there'd be a factory built here.”

-- Terry Parkhurst     _____________________________________________________________________________

 

          

 

 

 

 

Honda's CR-Z: a hybrid ready for the tuners

  

    Honda's CR-Z at rest, amidst a rainy day in Seattle. (Photo by Terry Parkhurst)

  Does anyone out there remember the Honda CRX? That bob-tailed hatchback charmed the hearts of many a boy racer, circa 1984-'91. It achieved its apogee with a CRX-i before Honda ceded the sport coupe market to Mazda's MX-3.Honda hopes that enough people were charmed by the Old School CRX to give a look-see to the new Honda CR-Z hybrid.

It's a car worth looking over, at least from the front end. Graced it is with an air intake that makes the front end look purposeful with the purpose being speed. The surface development of the side is what designers sometimes call “organic.”

 
The roof line of the Honda CR-Z is reminiscent of Nissan's 370Z. The abbreviated rear-end harkens back to the CRX. (Photo by Terry Parkhurst)

 However, the rear end comes to an abrupt end, maybe too abrupt, even for a hatckback. Still, it is true to the CRX it emulates and that's the point, after all.

 
There's a hatch, underneath the hatchback of the CR-Z, that offers storage space sufficient for a carrier for a cat or medium-sized dog, perhaps a suitcase or two. (Photo by Terry Parkhurst)

 The underpinnings of the CR-Z include the option of something rarely seen in a hybrid: a six-speed manual transmission. Coupled as it is with a double-overhead camshaft actuated, 1.5 liter four cylinder engine producing 122 horsepower, in a coupe that weighs between 2650 to 2750 pounds (depending upon options and drive-train), it scoots along at freeway speeds of 80 mph with a minimum of effort.

The engine sets in an engine bay with room enough for a shade tree mechanic to perform DIY (do it yourself) fixes; or for the creative tuner to install a turbocharger of choice. 

(Photo by Terry Parkhurst)

The IMA (integrated motor assist) is identical to that in the Insight. It consists of a 13 horsepower electric motor, a slender disc that, by itself, puts out 58 lb./feet of torque, at the point where the motor starts to work.

Additionally, the CR-Z uses the same battery pack. For the record, it consists of 84, 1.2 volt nickel metal hydride D cell batteries. They are inserted into six battery modules; for an array of 0.6 kWh. Each of those D cell batteries cost $24, for a total cost for the entire pack of $1,600.

You can order a CR-Z with either a CVT (continuously variable transmission) or a six-speed manual transmission. Of course, if you are a genuine automobile enthusiast, you'll want the six-speed.
The stick in the center console is for the optional six-speed manual transmission (in the CR-Z tested). (Photo by Terry Parkhurst)

An interesting aspect of the manual transmission in the CR-Z is what Honda calls “Hill-Holder Assist.” It temporarily – about 1.5 seconds – prevents a CR-Z with the manual from rolling backwards; figure just about the time it takes to release the brake, depress the accelerator pedal with one foot and release the clutch, with the other foot. It's a good thing to have if you live in San Francisco or Seattle. (The American auto company, Studebaker, had a similar device on its cars, back in the 1950s. Studebaker called it simply the “Hill-Holder.” No word on whether Honda engineers were inspired by that.)

 
The tested CR-Z had the Navi option; which includes a back-up camera. A good thing to have instead of having to rely on the mirrors. (Photo by Terry Parkhurst)

The interior is almost identical to its hybrid sibling, the Insight, and the Civic Navi. The instrumentation is easy to read, brightly back-lit and helps the driver understand what his or her driving style is doing to fuel economy and forward motion. When you're driving in a manner that ensures best mileage – and in the “Eco” mode setting for the power- train – the lighting is green in the instrument panel; when you're driving with a heavy foot on the accelerator pedal, the lighting becomes red, in the instrument panel.

However, the blind spots are so overwhelming, lane changes absolutely require checking the side, rear-view mirrors. The exterior design of the car seems to ask too much of the driver, in that regard.

 

A look aft, once inside the Honda CR-Z, gives new meaning to the words "split window coupe." (Photo by Terry Parkhurst)

The handling seemed what you'd expect of a sport coupe. On the poorly maintained sections of I5 south, between Seattle and Tacoma, the CR-Z evidenced good directional stability, despite cracked pavement and the usual expansion joints.

The rear-end generally stayed planted during sweeping turns. Some of that might be due to the rubber underneath; which in the case of the tested car was P195/55 R16 all season tires set on 16 inch wheels. (17-inch wheels and P205/45 R17 tires are optional equipment.) Those all-season tires offered good grip, even in the midst of a rain squall.

For the record, the basic architecture of the suspension underneath the CR-Z is similar to the Insight and the Fit; however, changes have been made to some components. The springs, dampers and anti-roll bars are unique and suit the different characteristics of the CR-Z. The lower arms of the front MacPherson strut suspension are forged aluminum, rather than pressed steel, to reduce unsprung weight and increase the response rate.

Estimated mileage for the CR-Z, equipped with the manual transmission, is 31 mpg in the city and 37 mpg on the highway. That matched observed mileage, per the trip computer. In fact, for brief periods, with a light foot on the go-pedal, the CR-Z registered as high as 45 mpg, according to the read-out.

The price for the tested version of the CR-Z, which was a EX-NAVI edition (equipped with the Honda Navigation System with voice recognition) was $22,560.00. Add in the $750.00 destination charge and the Monroney's bottom line was $23,310.00.

Overall, this is a worthy successor to the CRX. However, two things the designers of the CR-Z would have done well to emulate are the large-sized side windows, just behind the B-pillars of the CRX. Those windows were sized such that changing lanes was more assured and even safe. It's the first thing the designers should address in the next edition CR-Z.

Consider the rest a palate for the tuner after-market. Look for a CR-Z converted to plug-in capability with a turbocharger on the IC engine at the next SEMA show. -- Terry Parkhurst

Recommended website: www.cr-z.honda.com/3D

To learn more about the Specialty Equipment Manufacturers Association (SEMA), look at: http://www.sema.org/

 

 

 

 

 

 

 

 

 

 

 

Lexus HS250h shows you can have your cake and eat it, too

 

Everywhere you go, there's talk of a “new normal,” as if someone, somewhere had hit a button labeled “re-set.” The Lexus HS250h might be an example of what is going to be the norm for luxury automobiles as the first one dedicated to hybrid technology. It also comes equipped with a plethora of electronic devices that allow the driver to use a mouse built into the center console.

The body design of the HS250h was the result of industrial designers carefully mapping how the wind would flow over the body. The result is a 0.27 coefficient of drag (Cd) that helps fuel economy and lower wind noise when underway. Front and rear bumper spoilers and a rear lip spoiler contributes to low drag and minimizes lift. The body sides also taper from the center pillar to the rear; where they meet kicked-out taillights. The goal achieved was to reduce wake turbulence.

The HS 250h shares much of its underpinnings with both the Prius and the Toyota Avensis; the latter marketed only in Europe. Although the HS 250h uses much of the Prius's hybrid drive technology, because it weighs 560 more pounds than a Prius – 3,740 pounds for the HS250h – it requires a larger internal combustion engine: the 147 horsepower, 2.4 liter four-cylinder engine from the Camry. It's an engine with a compression ratio worthy of a muscle car, that being 12.5:1; additionally it's got double-overhead camshafts and variable valve timing (VVT-i) with intelligence, coupled with Atkinson cycle combustion.

An Atkinson cycle engine allows for more efficient conversion of heat to energy. However, it comes at the expense of lower power-per-displacement as compared to a traditional four-stroke engine. The way to make up for that is supplementing the internal combustion with an electric motor.

The result is a total system output of 187 horsepower, with the electric motor. There's an additional electric motor that serves as both the starter for the internal combustion engine, and as the generator to charge the hybrid battery pack.

When driving on the freeway, the HS250h will cruise effortlessly at 75 to 80 mph, all day long. In fact, it was difficult to keep the car within the speed limit, as it was so willing to run.

The larger engine means that the HS250h achieves 60 mph in 8.4 seconds, from a standing start, 1.6 second quicker than the Prius; but conversely, fuel economy isn't as good, on average. While the Prius can achieve 50 mpg, the estimated fuel economy for the HS205h is 35 mpg in the city and 34 mpg on the highway. (That observed fuel economy of the tested HS250h was about 35 mpg on the open road.) Regular 87-octane gasoline can be used.

Like the Prius, the HS250h can be driven in any of four driving modes: eco, normal, power and EV (battery only). The Eco mode dampens throttle response to preserve energy; while the power mode does precisely the opposite. A hybrid system indicator displays the hybrid system output and regenerative charging status; thus you get real time input as to how your driving style is affecting fuel economy. Additionally, an auxiliary driving light indicator comes on to indicate when your driving style is best suited to the Eco mode.

The EV mode can be selected through the gear lever's “B” slot. It allows for battery-only driving for about three miles, providing that speeds never exceed 20 miles-per-hour. Tested on a steep hill it allowed a more controllable descent.

Backing up the engine and motor is a CVT (continuously variable transmission) that is compact. A motor speed-reduction planetary gear unit provides higher power output from the CVT. Shifting into drive is done by a easy operation shift-by-wire system that eliminates the need for bulky shift cables. This allowed the shift lever to be placed in such a way as to allow more legroom in the cabin.

There's a navigation system that's optional and features what Toyota calls a Remote Touch controller; it's similar to computer mouse and eliminates the need for touch-screen controls; and also allows a pop-up navigation screen to be mounted further up the center console and away from the driver. The benefit in driving is that it doesn't clutter up the sight lines.

In fact, you can push a button and get it to hide away while driving forward. However, when you put the car into reverse, the screen automatically pops up, since there is a rear-view camera as part of the navigation package. As you'd expect in a luxury car, leather trimmed seats are standard and there are stitched details on the center stack (console) and instrument hood.

The thing about the navigation system and the optional 15 speaker audio system that were on the tested HS250h is they don't come cheap. The manufacturer's suggested retail price for the HS250h is $36,970.00. The navigation and sound system, added $3,705.00 to that; the front-view and back-up monitor added $700.00 and a Tech Package that included a heads-up display for speed and a parking assist with front and rear sensors added $3,900.00. Other options such as paint protection film ($429.00) and premium floor mats ($265.00) and a rear bumper applique ($76.00 for the word “Lexus”), meant that the bottom line came to $46,993.00 (with a delivery fee).

So it appears that one thing hasn't changed, even with hybrid technology: luxury doesn't come cheap. - Terry Parkhurst

 

 

 

 

 

 

 

 

 

 

An Insight into how competitive the hybrid segment has become

 

 

Back at the turn of the 21^st century, when Honda introduced its first generation of Insight hybrid, it seemed ready to scoop Toyota's Prius big time. It had a fuel economy rating of 70 mpg on the open road – freeways, But Americans didn't care for its lack of interior space, nor the aerodynamic exterior that seemed like something one might have seen at the Bonneville Salt Flats; complete with full rear wheel skirts and low-rolling resistance tires.

However, by the end of 2005, the Insight was gone.

That's really all history now with the return of the Insight for 2010 showing not only a more generic look – generic to hybrids, anyway – and also more power from the internal combustion engine in the IC/electric combination under the hood. Of course, Honda's timing couldn't have been better, given current events.

The reality of the changes made with the newest generation of the Insight took hold on a drive up north of Seattle, Washington, to the Monroe Fairgrounds, for a collector car auction. Getting to Monroe entails a straight shot up the I5 freeway into Everett and then hanging a right onto another stretch of freeway – Highway Two – into Monroe.

Power is supplied by an in-line, SOHC (single overhead camshaft) four cylinder engine displacing 1.3 liters. On its own, this engine puts out 88 hp at 5,800 rpm. Torque from the engine is 88 pounds/feet at 4,500 rpm.

It's coupled, via Honda's IMA (Integrated Motor Assist), to a DC (direct current) 10-kilowatt (13 hp) electric motor; however, coupled with the internal combustion engine, the total peak horsepower is 98.

A compact Intelligent Power Unit (IPU) can recapture and store kinetic energy from vehicle braking and deceleration; thus additional power is supplied for acceleration when needed.

Packaging of the ultra-compact IMA nickel metal hydride battery pack and the IPA in the Insight's  rear floor allows the utility of a 60/40 split and fold-down rear seat back. With rear seat up, cargo space is 15.9 square feet; however, with it dwn, cargo space just about doubles to 31.5 square feet.

The Insight’s IMA system has the capability to operate exclusively on electric power in certain low- to mid-speed driving conditions. It also provides for cylinder deactivation within the gasoline engine during deceleration and for engine shutoff when the vehicle is stopped.

Having an extra cylinder over the original Insight and a bit more power, makes for more realistic freeway travel. A trip on the same route, in an original Insight back in 2001, meant that one had more than a few angry pickup truck, van or sport utility drivers, coming right up the rear; especially when going onto ramps taking traffic from one freeway to another. This time, the same sort of aggressive drivers were still in evidence, but the new Insight stay in the hunt.

The mission of the Insight is underscored by what you see, once you get in and start the car. a driver feedback function that uses an innovative speedometer display with changing background colors to provide real-time guidance to the driver on achieving higher fuel efficiency. When your driving is such that you're helping to get better mileage, a halo-like light in the instrument panel glows green; however, if your accelerator foot gets heavy on that pedal or you pull a jack-rabbit jump upon acceleration, expect to see a blue glow to that light.

Additionally, there's a unique fuel-economy scoring function using a plant-leaf graphic to provide feedback to the driver on current-trip driving efficiency and lifetime fuel-efficient driving performance.

The only transmission available for the Insight is a CVT (continuously variable transmission) which uses a series of belts in place of the fluid drive of a conventional automatic transmission. Changing speed settings – of which they are seven – can be done either by paddle shifters, behind the steering wheel hub, or via the center console shifter. The transmission can be set to “sport” or “economy” modes. The former setting allows the transmission to hold onto a setting, until just short of peak engine revolutions.

The suspension set-up consists of MacPherson struts up front, backed up by a torsion beam setup in the rear. Additionally, there are 18 mm anti-roll bars fitted, front and rear. The combined effect is a tight feel through winding curves and good directional stability. There's just a bit of oversteer to make driving interesting.

The fuel economy estimates, from the EPA (Environmental Protection Agency) are 40 mpg in the city and 43 mpg on the open road. Since most of the miles driven for this review were on the open road, the on-board, real-time calculator gave the driver as much as 47 mpg, on occasion.

With a 10.6-gallon fuel tank, the Insight delivers an estimated maximum driving range in excess of 400 miles.

The rear can seat three people. Available passenger space is 85 cubic feet; thus, allowing five to ride in relative comfort in the confines of the cabin.

The manufacturer's suggested retail price is $23,100.00 and that deviated only slightly from the bottom line on the tested vehicle: $23,770.00. That difference was solely due to the destination and handling fee.

Introduced as a 2010 model, the new Insight has only minor trim changes for the 2011 model year.

Honda seems much more committed to hybrid technology, having now also introduced the Honda CR-Z, a hybrid sports coupe designed to evoke the CR-X of the 1980s. Additionally, Honda plans to introduce a plug-in hybrid in the next few years. So it seems they know that to compete in the hybrid segment of the market, there's more to it than just an attractive price. - Terry Parkhurst

 

 

Electric cars turn a new LEAF

If you lived through the temporary gas shortages of the 1970s, you remember the fever pitch that interest in electric automobiles seemed to achieve. But how many people, even those involved with electric cars then, remember that no less an entity than GM predicted that by 1990, fully 10 percent of its product line would be powered solely by electricity? In electric vehicle enthusiast circles, the General is widely ridiculed and dismissed for having missed its moment with the EV-1, during the 1990s. Perhaps if the EV-1 had been as good a car as Nissan's LEAF seems to be, the earlier prediction would have become reality.

The things that seem to make the LEAF a solid bet is not only what has come to be expected of any type of automobile, no matter how small or what the price point, but the invisibility of the fact that it's not a conventional automobile; meaning of course, its propulsion is not derived from an internal combustion engine. It's no accident according to Mark Perry, the Director for Product Planning and Advanced Technology Strategy with Nissan North America.

"We wanted people to feel as they would, in any automobile,” he said. That means you shift a shifter knob to the left and back, before being allowed by the LEAF to achieve forward mobility; when your foot hits what used to be called “the gas pedal” when gas was still a dollar plus change.

Acceleration is what could be called brisk – not measured for this review – due to the fact that, as with all electric-powered vehicles, maximum torque is available from zero. Getting out into traffic seemed about equal to the performance level of something just a bit below the average modified sports compact coupe. Top speed for the LEAF is 90 miles-per-hour.

Digital numbers in the instrument panel tell you the speed and you can monitor not fuel, but available kilowatts of battery power remaining. While the difference is subtle, if you look to the center display console, you can confront the biggest fear that has hobbled electric auto sales since the Seventies: running out of what electricians call “juice.”

You're alerted in the instrument panel that battery power is low (four kilowatts and about 20 miles to a complete stop) by what Perry calls a “low fuel light.” When it comes on, a driver knows that he or she has only about four kilowatts left and about 20 miles to find a charging station.

Then, by accessing a screen in the center display console, you can find the nearest charging station. Its function is similar to a screen that tells you the range left, based on the charge in the batteries. It's what one might call the “hyper-miler screen” – based on the term for those interested in squeezing the maximum amount of miles out of a charge.

Perry said that he estimates that a dedicated driver could achieve a range of 143 miles, at 38 mph “just driving around suburbia.” The expected cost to operate the LEAF, for a year, is $396, based on 11 cent per kilowatt hour. In some locations – such as the Pacific Northwest, where hydroelectric assures a less expensive rate per kilowatt hour, the cost would probably be even less.

The electric motor powering the LEAF is a high-response, synchronous A/C unit that produces 80 kilowatts. Its battery pack consists of 48 modules, each with four cells, for a total of 192 cells.

The batteries are lithium manganese batteries. Those cells are not cylindrical, but instead are a flat laminate type for better storage and to allow more available space within the cabin. Individual cells, within the 48 batteries, can be replaced. After 10 years, the batteries can be retired for other uses; thus giving them a second life.

The exterior of the LEAF is an example of the old maxim of form following function. For example, the windshield wiper motors were engineered to reduce noise. The shape of the head-lamps were optimized to deflect air around the side mirrors and also reduce noise, within the cabin.

The fabric used in the interior is a recycled polymer fiber. Conversely, reportedly 99 percent of the vehicle is capable of being recycled.

Charging the batteries begins by flipping a panel in the nose; to access the place to complete a connection to an exterior charging unit. It takes 7 to 8 hours for a complete recharge of the battery pack using a level II charger. Faster chargers are being implemented in certain cities, such as Seattle, Washington, that would allow an 80 percent charge, after just a half hour.

The starting MSRP (manufacturers suggested retail price) when the first cars start to appear for consumers in December, will be $32,780.00. A Federal tax credit of $7,500 is applicable to the LEAF. Several states also offer rebates for “clean vehicles.” California, for example, offers a rebate up to$5,000.

At this writing, 17,000 people have put $99 down – completely refundable - to get on the reserved list to own a Nissan LEAF. Those who put down their money in April will be the first to take possession of the car, when it's available – December. But there's still room to reserve a car, since some of those people are expected to drop off the list; and production is expected to ramp up quickly to meet demand. Those interested can place a reservation, on-line, via www.NissanUSA.com.

The LEAF will initially be built in Japan. However, by the end of 2012, the LEAF will be built in the States at a plant in Smyrna, Tennessee. It is projected that 150,000 cars a year will be built there; additionally, 200,000 battery packs will also be manufactured and assembled in the same place. Consider it an American built solution to the issues surrounding the use of foreign-sourced petroleum. - Terry Parkhurst

 

 

 

 

 

 

 

 

 

 

 

 

Beltless in Seattle: the 2010 Toyota Prius

 

Those who might think the latest incarnation of the Toyota Prius will be a maintenance nightmare, might want to consider something: no belts drive the water pump. Instead, the 2010 Prius is fitted with an electric-powered water pump and a new exhaust gas recirculation system (EGR) that contributes to the efficiency of the internal combustion engine in the little hybrid.

Admittedly, most Prius owners would never change a fan belt in their own car. But consider it a good sign of what ownership with this car would be.

At the time of this writing, America is focused on the possibility that the brakes on the new Prius won't work to stop a car that won't stop due to any number of electrical problems related to who knows what. In the case of the tested Prius, driven in a variety of situations, with hard driving when the situation called for it, no problems were noted. The pedal feel wasn't spongy and stopping seemed – distances weren't measured – about the same, if not slightly better than the second generation Prius; which we'd also driven, back when it first hit American roads in late 2003.

The exterior design of the Prius seems to have finally signaled its seriousness of intent. There's now an elevated belt-line and some interesting surface development on the sides. It finally looks as if it whomever the designer or designers were, understand the American market's need for style; or it might be a simple case of form following function. The coefficient of drag (Cd) value of this latest Prius is reportedly 0.25 compared to 0.26 for the previous model.

The benefit of that is, of course, not only better fuel economy. It also means that at highway speeds, the interior of the car is more quiet, as air resistance is lessened.

The overall height of the Prius has remained the same; however, the profile of the roof has been altered by moving the top 3.9 inches to the rear. Not only does that help the aerodynamics, but allows for improved rear headroom, inside the cabin.

The internal combustion engine in this hybrid is a 1.8 liter, four-cylinder engine putting out 98 horsepower at 5,200 rpm. Coupled with an electric motor, the total net horsepower is 134, an improvement of 24 horsepower over the previous generation of Prius. The transmission backing the IC engine and electric motor up, is a continuously variable automatic.

But given the fact that the electric motor is the sole source of propulsion, up to about 25 miles—per-hour, torque is more important at low speeds than horsepower. Torque, for those who don't understand it is the dynamic twisting force felt along the drive-shaft as the motor comes onto power. With electric motors, maximum torque is achieved just off zero. Here it translates into hitting 30 mph, from a standing start, in 3.2 seconds – plenty fast enough to get into traffic within the city.

 

Sitting inside the newest Prius is an emotive experience designed to make the driver feel as if he or she is part of an experience, not just a machine. All instrumentation is solely in a center module of the instrument panel. When you push the “start” button a message appears on-screen saying, “Welcome to Prius.” Once under way, there's an ECO-indicator contained in what Toyota calls the Multi-Informational Display which provides driver feedback to assist in getting lower fuel consumption. There's also a backup monitor, that comes on automatically, when you put the car into reverse.

What sort of fuel consumption? That's the big question with this car; and the answer, according to the EPA is 48 highway and 51 city. (We didn't burn through an entire tank of gas in the week's loan.) You get better mileage with this car, in city, because of the fact that you run solely on electric power up to 25 mph, remember?

Road & Track magazine, in the March 2010 issue, noted that one of its editors actually achieved 66.7 mpg. According to the feedback display, during a 16.9 mile stretch of stop-and-go traffic from Long Beach and the beach communities south of Los Angeles.

There's a lot of plastic inside the cabin of this car; but that's not a bad thing. Toyota uses plant-derived, carbon-neutral plastics in the 2010 Prius. These newly-developed plastics are known as “ecological plastic,” and can be found in the seat cushion foam, cowl side trim, inner and outer scuff plates and deck trim cover. Not only are these plastics not made from petroleum, but they emit less C02 during the product's life-cycle than conventional plastics. How's that for a car making a statement?

The interior can be fitted with remote air-conditioning which functions solely on battery power. It allows remote operation; so you can adjust the inside temperature of the car, before you get inside.

Just like the newly returned Honda Insight, the Prius has settings on the center console to set the engine/motor interface to achieve goals the driver wants. For example, an EV setting allows the internal combustion engine to be shut off, for speeds up to 25 mph, for up to 100 miles. An Eco setting moderates throttle opening and air-conditioning loads to improve fuel economy at some decrease in acceleration. Finally, a Power setting puts a priority on acceleration – think merging onto a freeway – at the expense of mileage.

The shift lever is connected only to electrical circuits. Push it left and forward to go into reverse. Push left and down for drive. Then, between those two settings, is neutral. Finding neutral takes a bit of doing.

You push straight down for braking, which summons extra engine braking. To engage Park you have to press a button on the center console. This is definitely a car whose owner's manual is something you to study.

The latest Prius is built on an entirely different platform from its predecessor. The suspension consists of front struts and, in the rear, an intermediate beam design as before; however, handling is improved thanks to a genuine anti-roll bar, higher caster angle and tighter suspension bushing settings.

Disc brakes are used at all four corners, whereas previously it was only discs up front and drum brakes in the rear. As in any hybrid, when you actuate the brakes, it regenerates the electricity used in the batteries.

Something which now commands attention is the fact that the new Prius is extremely safe, from a passive point of view. In addition to advanced driver and passenger Supplemental Restraint Systems (SRS) airbags, front and rear side-curtain airbags, driver and passenger seat-mounted side aribags and driver's knee airbag are standard equipment.

The manufacturer's suggested retail price for the Prius tested was $25,800.00 before adding in the Navigation Package (that included an integrated satellite radio and hands free phone capability) at $1,800.00, floor and cargo mats at $200 and a security system at $359; for a grand total of $28,909.00 (including a destination charge of $750.00). In years past, there's been little ability to negotiate on the pricing of a Prius. That may be changing due to circumstances beyond the control of dealers.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Volvo refines its mid-size sport ute

When is a Volvo not quite a Volvo? Maybe, when it's called the XC60. The XC60 is a vehicle that really establishes a new benchmark for Volvo, while keeping the expected attributes of the marque. Which is, of course, safety in spades.

While there are those who consider the XC60 a truck, it decidedly is not. The elements that make up the underpinnings of this Volvo are shared with the V70/XC70 and S80. So if you don't want to call it a car, at least call it by that newest moniker in the vehicular world for those suffering SUV deprivation: crossover.

In fact, the exterior design of the XC60 belies that fact. Unlike its sibling the XC90, which sets higher and as a higher belt line and more aggressive rear quarter panel treatment, the XC60 sets lower. Its stance – just the stance – is more akin to a sports coupe.

Moreover, it's all done without one square line; unlike the car that most folks associate with Volvo, the 240 series. Indeed, several people who saw the XC60 asked, “What is it?” about its lineage. That was despite the over-sized Volvo emblem in the front grille.

 

Power for the tested XC60 was supplied by a three-liter, double-overhead camshaft, in-line six cylinder engine, fitted with a single turbocharger. The engine block is entirely composed of an aluminum alloy.

 

The overhead cams are chain-driven for easier maintenance; theoretically, they never need adjustment as do belt-driven overhead camshafts. Additionally, the alternator is located towards the center of the engine. That frees up wheel travel and allows for a better turning radius than the XC90.

 

Fitted with a turbocharger, the engine's output is 281 horsepower at 5,600 rpm; but the strong pulling feeling the driver experiences is because the 295 lbs./ft of torque comes on low, at just 1,500 rpm. Thinking there might be some turbo lag? Forget abut it.

 

The transmission backing up this engine is a Geartronic six-speed automatic transmission that allows for a manual shift mode. Coupled with Haldex all-wheel drive and Pirelli all-season tires, grip is considerable.

 

While not as athletic as say, the Mazda CX-7 or CX-9, the XC60 evidences handling towards a controllable middle. What lies underneath is a combination of independent struts up-front, with anti-roll bar and anti-drive geometry, up front; coupled to a sophisticated fully-independent rear multi-link rear suspension, mounted on an aluminum sub-frame.

 

The interior has a similar feel to other Volvo vehicles. There's the free-floating center console that can be found on the S40. The optional Nordic Light Oak center console gives the XC60 a feeling reminiscent of a vintage Jaguar.

 

The seats maintain the Volvo standard for lower lumbar support and safety. The Whiplash Protection System (WHIPS) headrests literally cradle the heads of front seat occupants in the event of a frontal collision. This system was first seen on SAAB automobiles and will remain that Swedish company's lasting heritage; if it goes away (as it seems it might, at this writing.)

 

The biggest innovation features on the XC60 is a system that helps prevent rear-end collisions called City Safety.

ith City Safety, a laser sensor mounted at the top of the XC60s windshield detects other vehicles and objects up to 13 feet ahead of the front bumper. If it determines that a collision is likely, the system applies the brakes automatically – not full on, mind you, but about 50 percent of force.

Is this the completely computer-driven cars we've been fearing? Well, let's just say that you shouldn't expect HAL 9000 to tell you “this mission is too important” for you to screw up.

At a speed of 19 mph, the XC60's front bumper will barely touch an obstacle that it would otherwise have wiped out.

There's something else to consider. While the City Safety setup works well, but it does have its limitations. The laser sensor can be limited by weather conditions, such as fog, snow, or heavy rain, and the windshield needs to be kept free of snow, ice, and dirt so that the laser is unimpeded. Also, the sensor detects objects through reflections, so we don't suggest testing City Safety by barreling up to your garage door. We were going to try it out by going towards a dumpster at 20 mph; but decided that since this was a valuable press fleet car, we'd take Volvo's word on its capabilities.

The XC60 possesses Hill Descent Control sourced from Land Rover. Couple that with 9.1 inches of ground clearance, and you have a credible off-road touring machine.

Unfortunately, the XC60 weighs 4,200 pounds. That results in the mileage being just 15 in the city and 22 on the open road.

Additionally, off-road luxury doesn't come cheap. The tested vehicle price was $44,240.00 with a plethora of options such as Dolby Pro Logic sound system and a navigation system with real-time traffic updates, remote control and DVD mapping data.

It's the reason that Volvo has now come out with a lesser priced sibling to the T-6 powered XC60. That normally aspirated 3.2 liter six-cylinder powered XC60 starts at just $32,995 and reportedly achieves 27 miles-per-gallon. While it might not get the 15 second quarter mile elapsed times of the T-6, nor the top end (governor limited) of 130 miles-per-hour, in this vehicle category does that really matter? You be the judge of that.