Friday, September 7, 2012

2013 Infiniti JX35 AWD Review

By David Colman
Hypes: Up-market Interior, Command Seating Position
Gripes: Whiny CVT Transmission, Erratic Cruise Control
You could buy a brand new Hyundai Accent for $12,445. Or, you could spend the same amount of money just to add 4 accessory packages to the Infiniti JX35. When you opt for the Technology Package ($3,100), the Theater Package ($1,700), the Deluxe Touring Package ($2,550) and the Premium Package ($4,950), then throw in a pair of Roof Rails ($370), you’ve added a whopping $12,670 to the $41,550 base price of the JX35. Are all these additions really worth the price of a new Hyundai?
Far from it. In fact, some, like the Technology Package, are enough to drive you to distraction. If you’re unable to turn your head, look in the rear view mirror, or pay attention to traffic, you might want to consider investing in this option. But if you have enough breath to fog a mirror, forget it. Does anyone really need “Backup Collision Intervention,” “Distance Control Assist” or “Lane Departure Warning and Intervention”? The latter “feature” is remarkably intrusive and annoying, issuing a constant flurry of beeps every time you change lanes. Despite the fact that the Owner’s Manual suggests the possibility of over-riding Lane Departure Warning, we were unable to accomplish the reprogramming needed for this task.
All these preventative devices conspire to saddle the JX with the jerkiest cruise control imaginable. I always thought that my Uncle Joe, who lived in NYC, was the worst driver in the world, stopping and starting so often that you wanted to upchuck after 2 blocks in the passenger seat. Well, the JX’ “Intelligent Cruise Control” is so dumb that it puts Uncle Joe to shame. Set your desired speed, and the JX35 accelerates and brakes with mind-numbing frequency. After a few minutes of this bizarre ritual, we deselected cruise control and took care of the throttle our self.





Aside from technology run amok, the JX35 is a decently presented SUV, with enough thump from its 265hp V6, and enough stick from its 20 inch Bridgestone Dueler H/P radials (235/55R20), to motor smartly down a winding road. Steering is unusually communicative for an SUV that weighs 5,000 pounds. The CVT transmission, however, is disconcerting in a vehicle of this price range. As you may know, constantly variable transmissions depend on belts rather than gears for motivation. When you perform a “downshift” in the JX35, you’re really asking the CVT transmission to alter belt length to increase rpm. Even when shifted manually, this mechanism responds slowly to downshift and upshift commands. A real 6 or 8 speed gearbox is the accepted norm for an SUV in this price range.
From a functional standpoint, the JX35 offers the utility of 3 seating rows. With all seats erect, you’re limited to just 11 cubic feet of tailgate accessible storage. If you drop the seatbacks flat in the back rows, cargo space jumps to 85 cubic feet, while rear vision improves markedly because the back headrests are no longer blocking your line of sight.
If you option the JX35 judiciously, you’ll bring home an eminently practical and affordable SUV with the proven 3.5 liter Nissan/Infiniti V6 under the hood, lots of luxury trimmings inside, and enough seats to transport the soccer team to games. Just stay away from that Hal 9000 “Technology Package.”

2013 Infiniti JX35 AWD
  • Engine: 3.5 liter DOHC, 24 Valve V-6
  • Horsepower: 265hp
  • Torque: 248 lb.-ft.
  • Fuel Consumption: 18 City MPG/23 Highway MPG
  • Price as Tested: $55,170
  • Star Rating: 6.5 out of 10 Stars



2012 Chrysler 300S AWD Review

By David Colman
Hypes: AWD, “Doctor Dre” boombox, Silent 8-Speed Automatic
Gripes: Poor Detents on Stubby Console Shift Lever
A year ago, Chrysler announced a second quarter loss of 436 million dollars. This year’s second quarter figures show a profit of 370 million, on track for a projected earnings of 1.5 billion dollars for 2012. What could possibly account for a quarterly turnaround of $806,000,000? Sure, you can cite the fact that last year Chrysler refinanced government bailout loans, while this year they didn’t. But the real reason for the tectonic shift is product. Chrysler is building cars that consumers want to buy. And the 300S is a perfect example of that philosophy.
Start with the fact that no other domestic car builder currently offers a full-size 4-door sedan like the 300. Ford’s Taurus and Chevy’s Impala are mere shadows of this once abundant species. The 112 inch wheelbase of the Taurus and the 110 inch wheelbase of the Impala both fall nearly a foot short of the Chrysler’s 120 inch wheelbase. So if you’re looking for stretch-out space for the buck, there’s simply no comparison. The 300’s cabin is so large that it will easily accommodate five passengers and all their belongings. And if it’s appointed with Customer Preferred Package 27G ($2,420) and the Luxury Group ($3,250), then the Canadian-built 300S will rival the finest European sedans in fit, finish and level of comfort.



From the moment you slide into the amply padded driver’s seat and survey the reams of “Radar Red” leather padding the dash, transmission console and door panels, you’ll feel like you just checked into your suite at the Ritz. Chrysler has done a remarkably good job of counterfeiting posh European transports like the S Class Benz and 7 Series BMW for less than half the money. The base price of the 300S is a frugal $35,820, and even loaded with the afore mentioned packages and a stellar $1,495 Dual-Pane Panorama Roof, the bottom line on this bruiser came to just $44,705. For the record, the 27G option group brings you Adaptive Bi-Xenon headlights, memory settings for the driver’s seat, steering column, mirrors and radio (!), adaptive cruise control, and a bevy of cameras to monitor adjacent lane traffic, rear vision and blind spots. The Luxury Package ups the leather and contrasting stitched thread count, heats the steering wheel as well as the first and second row seats, and chills or warms the front seat cupholders. The pedal position is remotely adjustable and becomes part of your preferred memory setting. Chrysler hasn’t missed a trick in personalizing the 300S. It’s a level of driving comfort you won’t soon forget.
But how does the 300 perform as a driving tool? Surely, something this large must be as cumbersome as a tuna boat whenever it deviates from a straight line. Fortunately, that is far from the case. The 300S features full time all-wheel-drive tied to sporting suspension that reacts with aplomb and precision every time you tackle a turn. Gigantic 235/55R19 Michelin XSE Pilot tires keep the 300S tracking like a sports sedan, with no cabin-audible tread noise. They’ll last a fair period of time because their treadwear rating of 300 favors longevity.
But the real sweetness of the 300S lies under the hood, where a 3.6 liter V6 issues 292hp to a new 8-speed automatic gearbox. This combination produces more than enough surge to make passing maneuvers sweat-free, yet also yield EPA mileage (MPG) numbers of 18 City and 27 Highway. The 300S proves conclusively that a V6 powertrain is sufficient to propel a 2 ton sedan with alacrity. Combine this turbine urge with a palatial interior and you’ve got a sedan that trounces its domestic competitors while rivaling the best from abroad.



2012 Chrysler 300S AWD
  • Engine: 3.6 liter DOHC, 24 Valve V-6
  • Horsepower: 292hp
  • Torque: 260 lb.-ft.
  • Fuel Consumption: 18 MPG City/27 MPG Highway
  • Price as Tested: $44,705
  • Star Rating: 9.5 out of 10 Stars

2012 Toyota Prius C Review

By David Colman
For: Ultra Efficient, Handsome, Comfy Front Seats
Against: Nervous Electric Steering, Tiny Base Model Tires
The Prius is the Japanese version of the Swiss Army Knife. You can buy a lot of different versions to fit your needs. There’s original Prius, which Toyota now terms the “liftback” model in order to distinguish it from the recently introduced “V” version, a stretched model with roomier interior. Now a third version is coming on line called “c” for city transport. The Prius c is a smaller and significantly lighter offspring of the world’s most successful hybrid vehicle. It weighs nearly 600 pounds less than any other Prius, and costs significantly less as well. The c model will be offered in 4 levels of trim, with the base model retailing for just $18,950. If you bump all the way up to level 4, you’ll still lay out only $23,230.
Of course, nothing comes free when you cut size and substance, and the Prius c is no exception. It is the only current Prius with drum rear brakes instead of discs at all 4 corners. The tires fitted to the level 1 Prius c are small enough to work on any number of motorcycles. These R400 Bridgestone Turanzas measure just 175/65R15, and do not offer much in the way of adhesion. But of course, such low rolling resistance tires are an integral part of the Prius mileage equation because their hard tread blocks reduce contact patch resistance and promote extraordinary mileage. The base Prius c fulfills those expectations by returning 53 MPG in city driving, 46 MPG in highway mode, and 50 MPG combined fuel economy. These are the highest figures yet recorded for a passenger car without plug-in capability. Many of you will stop reading right here and get yourself on the March, 2012 delivery list for the Prius c based on mileage figures alone.


But the newest Prius offers reasons for purchase beyond operating economy. The front seats are among the best in the automotive business, regardless of price class. To save weight, they are thin framed, but foamed in all the right places to provide exceptional comfort. Unfortunately, the rear seats, while passable for short trips, are too upright for long term comfort. If you order the Level 1 model, your interior seating surfaces will be covered with a breathable, handsome fabric lightly patterned with embossed graphics. Level 2 ups interior furnishings by adding contrasting bolsters to the seating surfaces. If you pop for level 4, you’ll find yourself nestled in Toyota’s effective leather substitute called SofTex, with heated front seats included.
On the central tunnel, you’ll find a couple of buttons for selecting either “EV” mode or “Eco” operation. The EV setting is useful when you’re looping through an enclosed garage structure looking for a parking place. Now you can do so quietly, without spewing fumes indoors. The EV setting works only when you’re traveling under 25mph, and is good for just 1 mile of travel at that speed. The Eco setting can be selected for normal driving chores. When engaged, Eco cuts throttle opening by up to 12 percent, making the Prius react like its been drugged. If you’re a dedicated mileage greenie, you’ll be content to drive routinely in Eco mode. The rest of us will leave the Prius c in Normal mode, since even there 0-60mph takes a leisurely 11.2 seconds.
The latest iteration of the Prius shape is the most visually stimulating yet. With dozens of aero tweaks stolen from aeronautical drafting boards, the c model cuts a startlingly low drag coefficient (Cd) of 0.28. Ridges molded into the turn signal lenses and brake light housings channel air so effectively that the Prius c is virtually free of wind noise at freeway speed. The superior aerodynamics also explain why the Prius c returns 50 MPG, and why a sedan with just 73hp and 82 lb.-ft. of torque can top out at 105mph. Of course the extra boost provided by the 60hp electric motor helps in that regard too.



There’s a lot to love about the new, lighter, decontented Prius c. Number one, of course, is its stellar fuel conservation. But its interior comfort, natty appearance, and reduced price range all make it an appealing buy. This newest variant of Toyota’s Japanese Army Knife will appeal to a wider audience than ever before. It’s the perfect first car for your child, as well as being the most sensible adult city car you can find for under $20,000.
2012 Toyota Prius C
  • Engine: 1.5 liter aluminum DOHC, 16 valve inline 4
  • Horsepower: 73 at 4,800rpm
  • Torque: 82 lb.-ft. at 4,000rpm
  • Motor Generator Two: 60hp/125 lb.-ft
  • Fuel Consumption: 53 MPG City/46 MPG Highway
  • Base Price (Level 1): $18,950
  • Star Rating: 10 out of 10 Stars

2013 Audi allroad Review

By Judy Colman
The hills around Denver, Colorado were alive with music, but not with the voices of the von Trapp family. This music emanates from the humming engines of Audi’s eighth version of their ‘B’ Segment lineup – the Audi A4, S4, A5, S5 and, again, the Audi allroad.
For 2013, Audi reintroduces the allroad, last available in the US in 2005. This new version replaces the A4 Avant in Audi’s model line. Now based on the A4 platform rather than the A6, the new allroad is faster and more energy efficient than its predecessor. A 211 horsepower, 2.0-liter, direct-injection I4, turbocharged engine provides plenty of oomph to tackle the Rockies while still delivering 23 (combined) mpg. 258 lb.-ft. of torque are generated at 1500 rpm. Audi links the 2.0T motor with an eight –speed Tiptronic automatic transmission. A manual transmission is not currently available. We tested quattro, Audi’s permanent all-wheel drive system, when afternoon thunderstorms all but obliterated the roadway. Grip on the slick, mountain curves never wavered on the standard 18-inch wheels shod with 245/45 all season tires.
The 2013 allroad receives the distinctive Audi “Singleframe” grille with vertical chrome struts and angled upper corners. That feature appears also on all ‘B’ Segment cars for a homogeneous look. Newly designed headlamps, fog lamps, side mirrors, taillights, and exhaust add to the fresh appearance. The new allroad’s longer wheelbase adds ride comfort and an additional 1.5 inches of ground clearance. That and a widened track makes off road trekking a little easier. Body cladding, traditionally a matte finished gray/black is also available in full paint finish.



Technology abounds in the 2013 allroad. If you are travelling at less than 19 mph, the Audi Adaptive Cruise Control system can fully stop the car if it senses a collision. An electromechanical power steering system, Audi Dynamic Steering, replaces a traditional hydraulic system. It requires no additional energy from the engine, if it is travelling in a straight line, and thereby reduces emissions. Factory installed wireless internet, called Audi Connect, a 3G online connection, is now available on the allroad as well as all ‘B’ Segment models. Paired with Audi’s MMI Navigation, Google Earth maps will be joined in 2013 with Google’s street view technology. While you’re busy looking at the mountain scenery, your tech-obsessed passengers can take full advantage of their electronic toys. Your allroad is now a Wi-Fi hotspot capable of connecting up to 8 devices. Who said the hills aren’t alive with music, and games, and movies, and texting?
Despite the fact that the 2013 allroad is now based on the smaller A4 platform, overall height increases by 2.3 inches offering more front passenger headroom than in previous models. Driver seat memory, heated front seats, a panorama sunroof, and an available sports interior package welcome passengers. The revised instrument cluster looks modern and crisp. Fold down the 40/60 split rear seat and load the 50.5 cu. ft. of cargo space with everything you need for your mountain adventure. Interior design is sophisticated and refined. Standard leather seating alone puts allroad ahead of its rivals, notably the BMX 328i xDrive and the larger Volvo XC70.