2007 Lincoln MKZ Review

A good car competing in a field of great ones by Christian Wardlaw
Introduction

Lincoln MKZ – 2007 Review: Lincoln’s historic Zephyr moniker blew in for 2006 and right back out again for 2007 when marketers decided to switch from memorable, iconic nameplates to forgettable alphabet soup badges like MKR, MKS, MKX, and MKZ. The only one spared was Navigator, which apparently still has brand equity in the eyes of Harvard MBAs. Based on the Ford Fusion, the Lincoln MKZ receives significant upgrades after just one year on the market, including a new 3.5-liter V6 engine and optional all-wheel drive. While Lincoln’s marketing morass is terrific fodder for poking fun at the MKZ, the truth is that there’s a decent car here. The trouble is that decent doesn’t quite cut it in a field littered with standouts.

What We Drove

Vivid Red Clearcoat Metallic paint on a Lincoln MKZ helps to hide the largeness of the taillights, but also makes the sedan look like a 55-year-old female realtor with a penchant for knock-off jewelry might drive it. Our all-wheel-drive test car’s base price of $31,765 including the $715 destination charge was inflated to a final sticker of $35,640 by a navigation system (at $2,495, local maps and a national atlas look like bargains), cooled front seats ($495), high-intensity discharge headlights ($495), an interior satin and aluminum package ($195), and Sirius satellite radio ($195). Our test car did not have a power sunroof, and neither parking sensors nor stability control are available on the MKZ.

Performance

Equipped with just what the doctor, and the public, ordered, the Lincoln MKZ has a powerful and responsive 3.5-liter V6 good for 263 horsepower under its hood. Not as refined or gutsy sounding as some competitors’ engines, Lincoln’s new V6 nevertheless produces quick acceleration. Fuel economy could be better; we averaged 19 mpg during a week of mixed driving. The new six-speed automatic transmission sends power to all four of the MKZ’s wheels, shifts smoothly and responds dutifully, but needs a manual shift mode instead of a rudimentary overdrive-off button. Also, on more than one occasion during a rolling stop in traffic the transmission kicked down harshly when getting off the brake and onto the accelerator at speeds less than 10 mph.

Handling

Few auto reviewers may admit it, but the Lincoln MKZ is equipped with a perfectly tuned suspension that deftly blends capable handling and a supple ride quality without filtering communication from the road. L.A.’s Latigo Canyon Road is not the first byway one might think of trying in the MKZ, but we thought the Lincoln managed that kinky, bumpy, pockmarked piece of pavement with grace. The brake pedal is quick to respond and easy to modulate, the Michelin 225/50R17 tires remain quiet under pressure, and the steering provides good feedback. Still, the steering isn’t particularly quick and the transmission lacks a manual shift mode, dulling the MKZ’s fun factor. Around town, this car desperately needs a tighter turning circle for greater maneuverability.

Visibility

Equipped with a tall rear deck and rakish back window, visibility to the rear isn’t terrific. Parking on city streets is particularly difficult because the car behind the Lincoln MKZ disappears from view, making the lack of a park sensing system obvious. Plus, at the bottom of the rear glass, distortions skew the driver’s world view. Large, rectangular side mirrors and a good view forward make it easy to see around corners and change lanes on the freeway. Sun glare frequently makes the lower third of the gauge cluster invisible to the driver.

Fun to Drive

Outright good times elude the Lincoln MKZ’s driver because, at the end of the day, this is a luxury sedan and not a sport sedan. However, the MKZ’s capable suspension, willing engine, substantial brakes, and good road feel give it a European dynamic heretofore lacking in many American luxury cars. With different tires, stiffer anti-roll bars, a manual shift mode for the automatic, and faster steering, the MKZ would definitely be fun to drive.

Front Comfort

Lincoln nailed front seat comfort in the MKZ. The leather upholstered chairs offer a tall seating position, supportive cushions, and a wide range of adjustment to accommodate various body types. Plus, there’s optional heating and cooling. A tilt and telescopic steering wheel, wide upper door panel sills covered in soft material, and a padded center armrest that slides forward for shorter drivers are standard. The driver and front passenger also get plenty of leg and head room. Additionally, the shape of the steering wheel spokes and center airbag pad make for a terrific hand rest during long-distance cruising. If there’s room for improvement, steering effort could be lighter at low speeds to assist parking.

Comfort

It’s too bad that Lincoln didn’t pay as much attention to detail with regard to rear passenger comfort as it did in front. Leg room is fine for this size sedan, and while the rear cushion could be taller for better thigh support, occupants won’t feel like they’re sitting on the floor. The comfort complaints arise with the details. For instance, lumpy wiring and a seat structure bar impede foot room, the rear head restraints are bumps at the top of the backrest that don’t adjust and probably provide little protection in a rear impact accident, and there’s a plastic cupholder insert in the center armrest right where the passenger’s elbow falls.

Interior Noise

Up to 65 mph, the Lincoln MKZ’s cabin is impressively quiet. Above that speed, wind noise erupts around the mirrors and windshield pillars. The Michelin Energy MXV4 tires on our test car contributed to the sense of solitude, and during an abusive mountain run they remained remarkably silent even as we dove into corners hard enough to scrub the sidewalls. Rough pavement added road and suspension noise to the ambience, but not enough to be bothersome.

Loading Cargo

Here again, when it comes to the trunk Lincoln skips the details that could make MKZ ownership more appealing, though we’ll be the first to note that the seatback releases are among the best in the business – just pull the handy lever and the seatbacks flop right down. The amount and shape of the space is not the problem. Rather, it’s the ill-fitting and cheap liner Lincoln uses to finish the luggage compartment, and the lack of a handle or grip to assist with closing the stiff, strut-supported trunk lid. The result is filthy hands if the MKZ’s decklid is dirty. You’d think designers and engineers based in rainy and snowy Michigan would have addressed this problem.

Build Quality

Before Lincoln has any chance of reviving sales in the face of luxury powerhouses from Asia and Europe, it must focus on build quality. Yes, the MKZ gets favorable ratings from Consumer Reports and J.D. Power for first-year durability, but based on sloppy execution found in our media fleet vehicle – such as a passenger airbag panel that didn’t line up with the right outboard vent panel, an ill-fitting lower dash panel on the driver’s side and inconsistent gap tolerances for the navigation radio – line workers in Mexico need to improve attention to detail. Ditto for the exterior, where gaps are wide, frequently inconsistent, and sometimes obviously misaligned.

Materials Quality

Last year, the Lincoln Zephyr (the MKZ is the same car with a different name for 2007) won an award for interior design and materials. With its clean appearance, liberal use of soft-touch surfaces, woven cloth headliner, and optional genuine aluminum trim, the Lincoln impresses. However, the dash vents look cheap, the plastic on the center console emits a whiff of cost-cutting, the carpeting is nothing special, and the liberally used sparkly silver plastic doesn’t convince observers of the MKZ’s luxury status. Add to this seat leather that is no better than acceptable, and we’d summarize by saying you get what you pay for with the Lincoln MKZ.

Styling

Lincoln’s MKZ is a handsome if rather staid design. It’s differentiated enough from the Ford Fusion and Mercury Milan with which it shares a platform and architecture, but except for the chrome-dipped grille, attractive 17-inch spoked alloy wheels, and rather gaudy taillights there’s nothing here to express character. Inside, the MKZ’s identity is more apparent. Lincoln installs a retro-themed dashboard and art-deco gauge markings to give the MKZ a splash of heritage. The chrome-ringed round vents, pilfered from the Ford parts bin and looking like they belong in a $20,000 vehicle, are out of place in the MKZ. Otherwise, this cabin works.

Storage

Bring the essentials with you on a journey in the Lincoln MKZ, and you’ll be well served by the four cupholders, the good-sized glove box, the overhead sunglasses holder, and the decent front and rear door panel bins. Lincoln also offers twin seatback storage pockets and a small tray integrated into the back of the center console for people riding in the rear seat. The center console bin is on the small side, with a removable tray installed in place of the more common two-tiered storage solutions in the class. Also, there aren’t any rubber-lined trays or cubbies, felt-lined coin storage or cell phone holders, or webbed pockets on the leading edges of the front seats. Most people would appreciate such features.

Infotainment Controls

Lincoln’s touch-screen navigation system is bundled with Sirius satellite radio and a THX-certified audio system. It works well, even if some menus are crowded with information. Programming a destination is a snap, getting a map and zooming the screen is easy to do, setting radio stations is a breeze, and moving through the system’s various functions is almost as simple as a Lexus. A larger screen and function keys that are more spread out on the dashboard would be a big help, and a tuning knob is always on our list of nice-to-haves, but otherwise we have no complaints about the MKZ’s infotainment controls.

Climate Controls

Dual-zone climate controls are mounted low in the center stack where they aren’t so easy to see and reach. Good thing the symmetrical layout is simple, with large temperature buttons flanking smaller functions and the display screen. Under the main display sits a row of thin but wide buttons which control the optional heated and cooled seats and other secondary features. The Lincoln MKZ also has redundant steering wheel controls for fan speed and temperature.

Secondary Controls

Like most American cars, the Lincoln MKZ’s secondary functions make themselves plainly evident in locations where people have come to expect them. Black on gray markings create slight legibility problems, but at night everything is lit up in bright white light. We’re not fans of turn signal stalks that also operate the wipers, as in the MKZ, but inputs using the Lincoln’s setup must be deliberate, which makes accidental activation of the wipers or bright lights less of a problem.

Competitors

Given the MKZ’s mission, we’d limit the list of direct competitors to the Buick LaCrosse and Lucerne, Chrysler 300 (pictured), Jaguar X-Type, Lexus ES 350, Saab 9-3 and 9-5, Toyota Avalon, and Volvo S60. Of these, only the Chrysler, Jag, and Volvo can be equipped with AWD like the Lincoln. We think consumers may also cross-shop loaded mainstream sedans like the Honda Accord EX-L and Toyota Camry XLE as well as luxury sport sedans such as the Acura TL and BMW 328i.

Second Opinion – Keith Buglewicz

Lincoln MKZ – Buglewicz's Opinion
What a nicely done Ford. Such a high content level, a good nav system, well sorted suspension and powerful engine, and at only $28,000. What? It’s a Lincoln? And it costs $35,600? In that case, the engine drones too much, the tires and suspension make too much noise, the interior quality is decidedly un-luxurious, and the styling is commonplace. Acura’s TL or a Lexus ES 350 cost more and don’t have all-wheel drive, but I’d take either before this Lincoln. If you shop on a strictly stuff-for-the-dollar basis, the MKZ makes a certain amount of sense. But if you want to feel like you bought an actual luxury car, and not just an optioned out Ford, shop elsewhere.
Keith Buglewicz
Second Opinion – Brian Chee

Lincoln MKZ – Chee's Opinion
I really want to like the Lincoln MKZ, and I do, in some ways. It has an attractive design, save for the toothy grille, and offers a driving experience that’s good enough for most people, thanks to a polite 3.5-liter V6 engine and all-wheel-drive. That’s not all: The MKZ offers plenty of features for a mid-30s price tag. Yet, despite this, every time I think that Lincoln has a hit on its hands – whether it’s named Zephyr, Mark Z or M-K-Z – the car betrays itself with poor quality fit and finish and, ultimately, a translucent veneer of luxury over its inherent Fordness. Like I said, I really want to like the MKZ. But all it makes me want to do is drive an old Lincoln LS.
Brian Chee
Photography courtesy Ron Perry
(www.car.com)

2007 Cadillac DTS-L Brief

When a yellow Crown Vic just won't do by Thom Blackett
Intro

2007 Cadillac DTS-L – Brief: Over the past few years, several automakers have released stretched versions of their full-size sedans designed either for private individuals who prefer to be chauffeured in spacious comfort, or in the case of models like the 2007 Cadillac DTS-L, specifically for the high-end taxi services. There are stretched Jags and Lexus sedans, and with any trip to the airport you'll undoubtedly see countless elongated black Lincoln Town Cars, but not so many Cadillacs. Well, GM obviously wants its share of this lucrative pie, so the Cadillac DTS-L will provide these buyers, many who roll on countless miles and depend on these vehicles for their livelihood, an attractive new alternative.

2007 Cadillac DTS-L

The 2007 Cadillac DTS-L has been modified by a the brand's “Professional Vehicles conversion specialists” and now extends to 215.6 inches in length (an increase of eight inches). Those extra eight inches are added behind the rear doors, which have allowed engineers to move the second row seat back, thus providing extra foot and leg room while also allowing passengers some privacy behind the wide rear pillar. Rear passengers also enjoy heated and power seats, as well as a rear DVD entertainment system.
Photos courtesy of Cadillac
(www.car.com)

2008 Cadillac CTS Preview

Way better than it once was, inside and out by Brian Chee
What it Is

Cadillac CTS Preview – 2007 Detroit Auto Show: Note to BMW dealers: That grille filling up your rearview mirror may not carry a Lexus badge after all. Shocker of shockers, if you look closely you will see a crest, a Cadillac crest, followed by the unmistakably angled snout of the 2008 Cadillac CTS. Redesigned on the inside, touched up on the outside and strategically improved in its road manners, the CTS is joining the luxury sedan party – and this time, it’s not wearing blue hair, bifocals or a clown nose

Why it Matters

Known as a beautifully flawed sedan, the existing Cadillac CTS offered the style but lacked the refinement to put a real scare into foreign luxury sedan automakers. Add to that a somewhat sedate road manner, and the CTS, while a remarkable success in terms of making Cadillac relevant to young luxury shoppers and introducing the new face of Cadillac to the world, remained a tick or two off the pace. True, there was the CTS-V in all its 400-horsepower glory, but for those unable to reach up to the “V,” the CTS fell short. This will likely change in 2008, as the new CTS offers strategic improvements in areas such as handling, interior refinement and overall performance.

What’s Under the Hood

The 2008 Cadillac CTS is powerful enough to blow that blue hair right off Auntie Millie’s head. The bad news is that you’ll have to wait until the 2008 model year to get your hands on GM’s new 3.6-liter direct injection V6 engine and six-speed automatic transmission, delivering a projected 300 hp and 270 lb.-ft of torque. That’ll be enough to compete side-by-side with the Lexus IS 350 and the BMW 3 Series, so fly the Stars and Stripes and give a salute. Also included for the first time is a choice between rear-wheel drive and all-wheel drive, but the best news of all may well be the upgrade in transmission: Starting with the 2008 model, all Cadillac CTS sedans get either a six-speed auto or a six-speed manual transmission.

What it Looks Like

In case you thought it wasn’t possible to make it more angular, rest assured that you’re wrong – and that it actually looks bigger, broader and bolder than before. Most of all, however, the 2008 Cadillac CTS has a more grown up look. No matter how funny it is to write that about a Cadillac, it’s true: the CTS looks good with a little age on it, thanks to a wider track, lower hood and smoother fenders. Also new are 17-inch wheels or available nine-spoke, 18-inch wheels, with larger brake calipers and rotors.

What’s Inside

OK– let’s face it. The current Cadillac CTS has an interior only a Chevy could love. While the materials were mostly luxury level, the fit and finish and the plastics left some buyers wanting more for their luxury dollar. That changes in 2008, starting with hand-stitched leather seating and door panel surfaces. A quick inspection inside showed close gaps and much better interior materials, from leather to soft surfaces and plastics. Highlights include a unique Sapele wood grain, more supportive seat bolsters and white ambient lighting. If you’ve heard this before from a GM preview only to be disappointed on the dealership lot, consider this: GM has backed up all this talk with the insides of cabins from the Saturn Aura to the Chevrolet Silverado.

What Cadillac Says

In a tender moment at an otherwise raucous Auto Show, General Motors showed what it takes to build a car by asking the design and engineering teams responsible for the 2008 CTS to come up and talk about what they did to improve the sedan. For about 10 minutes, one team leader after another stood on stage, flanked by his or her people, and spoke with pride about the team's role in developing what GM hopes will be a landmark revision. In this cynical world of cars and marketing metal, it was inspiring to see on stage the very reason why we are here and what makes all this madness worthwhile.

What We Think

General Motors is showing that the company is serious about quality, from inside the cabin to under the hood and in the sheet metal, so competitors best be taking note. Judging by what we saw at the 2007 Detroit Auto Show, the end of the 2008 model year could very well bring the start of a strong Cadillac revival on the shoulders of the sexy CTS sedan. Then again, the luxury market is not for fools or weak-kneed automakers, and that BMW 3 Series Coupe is perhaps the sweetest affordable ride on the road. Gentlemen, start your engines!
Photos courtesy of General Motors, Brian Chee
(www.car.com)

2007 Lincoln MKX Review

Less than the sum of its parts by Keith Buglewicz
Introduction

Lincoln MKX – 2007 Review: Lincoln says that the 2007 MKX is set to do battle against the Lexus RX 350 and other luxury crossovers, but after a week driving this new crossover, it’s obvious that it wields a penknife against a group of sharpshooters. On paper MKX has the goods. There’s a powerful V6 engine with a six-speed automatic, all-wheel drive of course, a nicely appointed interior and exterior styling that is probably the best looking of any current Lincoln. Yet the devil is in the details, and the poor execution of how all these features are put together hobble what could have been a compelling choice in the upscale crossover market.

What We Drove

Our test vehicle was a loaded 2007 Lincoln MKX. Its $36,445 base price includes a $675 destination charge, and buys you a 3.5-liter V6 engine and six-speed automatic transmission, stability control, dual-zone air conditioning and leather seating. The $4,795 Elite package added the huge Panoramic Vista sunroof, and a DVD navigation system that includes THX-II audio and Sirius satellite radio. The $1,995 Ultimate package tacked on heated and cooled front seats, auto-dimming side mirrors, a reverse sensing system and 18-inch chrome wheels. Individual options included a $295 Class-II towing package, a $65 cargo management system, $295 heated rear seats and $495 white chocolate paint, for a total of $44,385.

Performance

The 3.5-liter V6 engine puts out 265 horsepower and 250 lb.-ft. of torque. Floor the throttle and the six-speed automatic makes the best of the power for lively acceleration, despite the MKX’s 4420-lb. curb weight. The engine is on the loud side, with a sound that is several notches below this vehicle’s $44,000 asking price. The transmission’s six gears mesh well with the engine’s powerband, but there is no manual shift function, just an anachronistic overdrive on/off switch. It also takes its own sweet time downshifting, occasionally getting so confused in a power-on, power-off, power-on situation that it rolled in neutral for a second or so while the drivetrain computer decided what gear it should be in.

Handling

The MKX is a Lincoln, and any pretense of sporty handling is off the table. What’s surprising is that the ride is merely OK, given the amount of squat, dive and roll under acceleration, braking and cornering, respectively. Ask the MKX to take a quick corner, and you get nothing but howling tires and a nervous stability control system cutting off the throttle and activating various brakes; shutting it off results in early understeer. Off road, the softness of the suspension smoothed out uneven surfaces, but bottomed out even at be-careful speeds on the slightly rougher sections of our light-duty trail. Put short, the MKX is an unsatisfying drive on any road that isn’t smooth, flat and straight.

Visibility

From everywhere but the rear, visibility in the MKX is good. The front offers a commanding view, with a short hood and steeply raked windshield. The side mirrors are large, and the B and C pillars are thin enough that looking past them poses no problems. The rear seat headrests are intrusive if you’re looking directly behind you, and the rearmost pillars are ridiculously thick. Backup sensors aid reversing, but despite the navigation screen in the dash, a rear-view camera isn’t even offered, despite virtually every one of its competitors having one, which inexplicably includes Ford’s own Mazda subsidiary.


Fun to Drive

The MKX isn’t a chore to drive, but neither is it very fun. It’s basically a forgettable vehicle from behind the wheel, unfortunate considering its competition includes dynamic rides like the Acura MDX and Cadillac SRX. The acceleration is good, but flawed by noise and an indecisive automatic. The ride is adequate, but passengers – and maybe even the driver – can get seasick from the pitching and rolling; forget about tackling a winding country road. It’s shocking to us that the MKX loosely shares the same platform as the Mazda CX-7 and CX-9, both of which are about as different from this Lincoln as can be. Enthusiasts should shop elsewhere.

Front Comfort

Comfort is king in the MKX, and here Lincoln got it right. The front seats offer good support for long stints behind the wheel, as long as those stints are mostly in a straight line and won’t call on the weak side bolstering. The steering wheel adjusts manually for angle and reach, and the driving position is quite good. There are padded armrests on the doors and center console, and the door tops are also thickly padded, although the old-school lock plunger was exactly where we wanted to put our elbows. Also, our taller staffers found their right knees bruising against a poorly fitted seam on the center console.

Rear Comfort

Lincoln’s justification for not making the MKX a three-row seven seater was that it allowed them to offer a generous back seat. This pays off in reality, as there is ample leg, head and shoulder room in the MKX, as long as the driver isn’t too tall. Our test vehicle also boasted optional heated rear seats, a nice touch. An armrest folds down in the middle, complete with cupholders, but their poor placement means you either use the cupholder or use the armrest; you can’t do both. The center position is uncomfortable, but the outboard positions are very good. The seatbacks recline, and the cushion is high enough off the floor and long enough that even tall riders won’t complain.

Interior Noise

Around town the MKX is a quiet companion, with engine noises reduced to a whisper at cruise, tire noise low and outside traffic wooshes kept to a minimum. Get on the freeway and things get louder, with wind noise around the outside mirrors, noticeable tire noise and an engine drone that appears above about 65 mph. We were also annoyed by two rattles in our test car, one from the rear hatch and another from the driver’s door, which creaked over any kind of bump, steep driveway or any other chassis-related stress.

Loading Cargo

The two-row nature of the MKX means that there is plenty of cargo room under the power hatch, 31.8 cu. ft. to be exact. Two presses of the keyfob button open the hatch and another closes it; there are also buttons on the dash and in the cargo area. Liftover is low and the cargo opening is large. Power fold downs for the second row seatbacks open up the load area to a cavernous 68.7 cu. ft., but you have to manually put the seats back up when you’re done; the power controls are one-way only.

Build Quality

This is the third Lincoln we’ve had in our offices in the past couple of months, and the third with substandard build quality. Gaps on the outside were either large, inconsistent, or both. The front bumper cover didn’t mate properly with the front fenders, and was also a slightly different color. Interior misfits were too numerous to mention, but the more egregious examples were the transition from the dash pad to the center console, the uneven gap between the door and the dash, an unfinished edge on the poorly fitted headliner, and the large spaces around the navigation screen and other center stack buttons. This is inexcusable for this price category, and something Lincoln must improve to be taken seriously.

Materials Quality

The materials used in the MKX are a mixed bag. On one hand you have nicely textured leather, real wood trim and soft touch plastics on the dash and door tops. The center console lid is padded, as is the door-mounted armrest. Grains match on the hard and soft plastics for the most part, and the mesh headliner material is also used on the windshield pillars. On the other hand, those matching grains look lowball, the lower portions of the doors use cheap-feeling plastic that flexes easily, and the mesh headliner doesn’t fit right. Lincoln doesn’t use its own switchgear, it just paints the standard Ford stuff silver, about as luxurious as a New York street vendor’s “Rolox” watch.

Styling

The MKX is a good looking vehicle. The tight grid of the chrome grille and slightly inset headlights separate it visually from the lesser Ford Edge, although our staff was divided on its aesthetics. Overall we like the profile of the MKX and its Edge sibling, and the pearl white paint of our test car worked well with the light chrome touches. We especially liked the panoramic sunroof with its opaque sunshade. The interior otherwise hews too much to Lincoln’s qasi-retro theme, but its tri-tone colors, blonde wood trim and chrome accents look good. They make the Ford parts-bin switches stand out like an army of sore thumbs, but overall styling is one of the MKX’s strong points.

Storage

The center console bin on the MKX is so deep you could swim in it. The upper tier is lined, and the lower can hold a multitude of CDs or other stuff. It’s good that bin is so large, because that’s about it for storage. There are also two cupholders in the center console next to the shifter, small door pockets with bottle holders, and the ashtray has been replaced with a coin and card holder, but overall storage space is limited. In the rear are the two aforementioned misplaced cupholders in the fold-down center armrest, and there are also bins in the doors and pockets in the front seatbacks.

Infotainment Controls

Familiarity is breeding approval of Lincoln’s DVD navigation system. With Sirius satellite radio and THX-II sound, the audio system itself sounds great. Lots of bass, good high end, and an overall good listening experience. We’re not audiophiles by any stretch, but all agreed that it sounded excellent, and major controls are duplicated on the steering wheel. We do wish that the buttons were a little bigger, but it’s a minor complaint. The navigation system is simple to use, with an intuitive touch-screen interface that is quick to program.

Climate Controls

The climate controls in the MKX are the same automatic controls used in virtually every other Ford product these days. That’s good, because they’re simple to use and effective, but we do wish more than a can of silver Krylon was used to distinguish the Lincoln from its less expensive siblings. The heated and cooled front seats are easy to operate: three settings for heat and cool, with separate buttons for each. While the driver and passenger can have separate controls, they’re synchronized at the touch of a button, unlike some systems which either can’t be synched or require navigating a touch screen menu to do so.

Secondary Controls

The secondary controls in the MKX are easy to find for the most part, with a few misplaced items marring it overall. The controls for the trip computer are large buttons mounted on the center stack, near the climate controls; we expect them closer to the gauges most of the time. The window switches are located on the arm rest, but the seat memory switch panel is gracelessly placed in the middle of the driver’s wood door trim, where it’s hard to reach without contorting yourself. It would only look more tacked on if it were actually attached with tacks. Lincoln also needs to work on the feel of the MKX switchgear. The window switches are OK, but the rest feel junky for a car costing this much.

Competition

We find little in the MKX that would sway us against any of its competitors, and many vehicles costing significantly less. The Lexus RX 350 and Infiniti FX35 offer two rows of seats like the MKX, while the Acura MDX and Cadillac SRX offer three rows. All have the same features and boast execution leagues better than the Lincoln. Even if you assume a built-in rebate in the MKX’s price of, say, $5,000, one has to wonder if it’s still worth $40,000 when a Hyundai Veracruz or Mazda CX-9 offers a better experience for less money. To truly compete in its class, Lincoln must improve the overall quality of its execution and distinguish itself from the Ford versions of its vehicles.

2nd Opinion -- Blackett

Lincoln MKX – Blackett’s Opinion:
Lincolns aren’t what they used to be. I must admit, the styling is growing on me, I favor the clean grille over the mirrored treatment of the Ford Edge, and few complaints will arise around the comfortable seats and generous rear leg room. However, everything about the MKX says well-equipped Ford and nothing close to refined Lincoln. Though the leather is decent and the random surfaces padded, the switchgear feels cheap, the ride is loud, and the door armrests are plastic rather than leather. There was a time when American luxury meant Cadillac and Lincoln. Those days took a hiatus, but Cadillac has made a triumphant return with improved designs and quality; the MKX suggests Lincoln seeks a much less rewarding fate.
Thom Blackett

2nd Opinion -- Chee

Lincoln MKX – Chee’s Opinion:
Painted switches. Nothing better sums up the current state of affairs at Lincoln than the painted switches you find inside its vehicles, and no vehicle better reveals this distinct disadvantage than the MKX crossover. Sure, all automakers borrow from the common car bin when building luxury variants, but the MKX seeps of “Edge”ness. This just isn’t good enough in a market that includes the Lexus RX and the Acura MDX. It’s a shame, for the cabin is comfortable and nicely appointed, with light wood grain and soft leather, and the panoramic sunroof is very cool. The powertrain is also competitive, offering plenty of power and response, though we’ll ignore its handing prowess – or lack thereof. At 40 grand and counting, car buyers deserve more.
Brian Chee


2nd Opinion -- Wardlaw

Lincoln MKX – Wardlaw’s Opinion:
Our Lincoln MKX tester reminded me of a giant rolling marshmallow: white, soft, pudgy, with rounded amorphous edges. My wife-to-be, who owns a Nissan product similar to the MKX, called it utterly forgettable. That’s good, because it means the Linc didn’t offend her sensibilities. That’s bad, because anyone with a pulse strives for something more than anonymity. I liked the THX sound system with Sirius satellite radio, the panoramic sunroof, and the powertrain. I didn’t like the amount of squat, dive, and roll the MKX dished out during my commute. At $44K and change, I also expect more than a Ford Edge with a different grille and dashboard. Personally, I’d buy an Acura MDX or even a Saturn Outlook before this Lincoln.

Christian Wardlaw
(www.car.com)

2008 Mitsubishi Lancer First Drive

A Lancer ill-equipped to penetrate its competitors' armor by Thom Blackett
Mitsubishi Lancer: Introduction

Mitsubishi Lancer – First Drive: Life must be hard for the Mitsubishi Lancer. Forever in the shadow of its twin, the all-wheel-drive Evolution, it can only dream of having its own cult following or serving as the primary life line for its struggling brand. Nonetheless, the Lancer soldiers on, finding its niche among rental fleets and buyers who opt not for the Honda Civic, Toyota Corolla, or other leading competitors. For 2008, Mitsubishi hopes to woo even more buyers with the Lancer’s aggressive styling, roomy interior, responsive handling, and range of basic to sport-tuned models, each backed by one of the best warranties in the business. Unfortunately, none of that addresses the loud ride, questionable materials, and lack of refinement.

The Basics: Origins

When it hits the lots in February, the 2008 model will represent the ninth generation for the Lancer nameplate. First introduced in 1973, the Lancer has a history based on performance and has been involved with multiple rally-racing championships. This new model rides on the brand’s C platform which is also used for the new Outlander SUV and will serve as the backbone of the upcoming Evolution X.

The Basics: Model Mix – DE Standard Features

Want basic four-door transportation? Mitsubishi’s got ya covered with the 2008 Lancer DE, a modestly equipped model that offers up the bare essentials, not to mention the brand’s outstanding warranty: five years/60,000 miles for basic coverage, 10 years/100,000 miles for the powertrain, and seven years/100,000 miles for rust. Prices start at about $14,000. Standard equipment includes 16-inch steel wheels, a tilt steering wheel, seven airbags with one for the driver’s knee, a tire pressure monitoring system, and a 140-watt audio system with a CD/MP3 player and speed-compensated volume. DE buyers also get a trip computer and power windows, though power door locks are not part of the deal.

The Basics: Model Mix – ES Standard Features

Positioned in the middle of the model lineup, the 2008 Mitsubishi Lancer ES takes the DE and adds chrome and color-keyed accents to the exterior and silver accents to the interior, power mirrors and door locks, air conditioning, 16-inch alloy wheels, upgraded cloth seat fabric, a height-adjustable driver’s seat, floor mats, and a rear split bench with a fold-down center armrest. There are also some welcome little touches like an additional power outlet, front map lights, and a rear coat hanger. More obvious are the steering wheel buttons for the radio and cruise control (and Bluetooth devices), and the keyless entry remote.

The Basics: Model Mix – GTS Standard Features

With the obvious exception of the Evolution X model, which is expected to debut within the next year, the GTS is the sportiest Lancer you can buy. Specific cues include a lower body kit, a rear spoiler, 18-inch alloy wheels, automatic climate control, a leather-wrapped steering wheel and shift knob, chrome interior trim, premium fabric on sport bucket seats, and paddle shifters on the steering wheel (if you opt for the continuously-variable automatic transmission (CVT). A sport-tuned suspension also serves to add some zeal to the GTS, as do the chrome exhaust tip and front fog lights.

The Basics: Model Mix –Options

In an effort to dress up their rides a bit, DE and ES buyers can opt for front fog lights, while folks selecting the DE can go crazy with a set of Mitsubishi floor mats or the A/C and Power Package, which includes manual air conditioning, antilock brakes, and power door locks. A Sun & Sound Package can be fitted to ES and GTS Lancers, providing a 650-watt Rockford-Fosgate sound system, a subwoofer, six months of Sirius satellite radio service, an iPod jack, and a power sunroof. Finally, the Navi & Tech Package, available on the GTS (navigation is a dealer-installed option on the ES), features a touch-screen navigation system with extra hard drive space for storing music, and Mitsubishi’s FAST-Key remote system.

What’s New: Exterior Design


If there was one area in which the previous Lancer was lacking, it was most definitely style. For 2008, the exterior design is entirely new, replacing what was dowdy with an aggressive front end accented by sleekly slanted headlights, a raised hood, muscular flanks, and a sharp tail. Opinion around the office is mixed regarding whether the Lancer breaks new ground or just offers a new take on the previous generation Galant – either way, it’s an improvement. GTS models get a little extra visual zing with unique alloy wheels, a body kit, fog lights, and a rear spoiler. Visibility is satisfactory and the ample trunk features a wide opening, lined lid, and ES and GTS versions benefit from a split-folding rear seat.

What’s New: Interior Design

It must be said up front that the cars Mitsubishi provided for evaluation were pre-production models, so any fitment or materials issues we noticed needed to be taken with a grain of salt. But it’s safe to assume that most of what we experienced will make it to your local showroom, including the low-budget and hard headliner, the vinyl sun visors, and the excessive use of hard plastic that plays a hollow tune when tapped with a finger. Most of the primary controls and dials are hard plastic, lacking the preferable rubber grips. Storage is adequate and includes a front center armrest cubby. Overall, we’re OK with the design, but wish for higher quality materials.

What’s New: Front Seat Comfort

Each Lancer gets its own seat fabric, with noticeable improvements in quality and feel as you climb the trim ladder. We spent the bulk of our time in a GTS model with the standard sport buckets, and can report that the fabric does indeed feel softer than that in the ES, and there’s little to dislike about the GTS’s comfort and substantial side bolsters. Window sills are wide enough to accommodate forearms, but they’re too high and the hard plastic leaves something to be desired. Padded door armrests are too low and become narrow where they need to be thick for resting elbows; the center armrest is too far back. We like the tilt wheel, but missed a telescoping function.

What’s New: Rear Seat Comfort

Our five-foot-eight-inch tall editor found the 2008 Mitsubishi Lancer’s back seat to be quite roomy, reporting abundant foot, leg, and head room. The bench seat height and wide-opening doors allow for easy ingress/egress, and the soft front seatbacks are easy on intruding knees. The bench itself is very comfortable, featuring a natural recline position, slightly bucketed lower sections, and inconsequential side bolsters. Three headrests are provided, though the center seat section is not terribly hospitable. Upper trims get a split seat back and a padded fold-down center armrest with cupholders. All in all, the Lancer’s rear seat passengers are treated quite well, and in no way is this your typical econocar penalty box.

What’s New: Primary Controls

Designers have done an admirable job in regards to placement of the 2008 Lancer’s primary controls. The heating and air conditioning systems, for instance, are operated with three big dials on the center dash, each clearly marked and easy to manipulate. Above is a sound system that replaces a traditional face plate with dash-integrated buttons – thumbs up for clearly-marked buttons, but thumbs down for forcing the driver to reach for some of them. When so equipped, steering wheel controls are big enough for the thick-thumbed among us, and the oft-used power windows/door locks/mirrors buttons are intuitively placed on the driver’s door switch panel.

What’s New: Hardware

Underneath the 2008 Mitsubishi Lancer’s skin is a suspension system comprised of MacPherson struts up front, a multi-link setup out back, and stabilizer bars (no rear bar for the Lancer DE). Engineers redesigned the front suspension in an attempt to eliminate what some called the previous model’s hard ride and harshness over bumps. GTS models feature unique spring rates, shock tuning, and larger stabilizer bars. Steering is courtesy of a rack-and-pinion assembly, while braking is the responsibility of vented front discs (larger on the GTS), and depending on the model, either rear drums (DE and ES) or solid rear discs (GTS). Antilock brakes with electronic brake force distribution are standard on the GTS, optional on the Lancer DE and ES.

What’s New: Under the Hood

All Lancers derive power from a 2.0-liter, dual overhead cam, 16-valve four-cylinder aluminum engine that runs on 87-octane gas. In California, Lancers carry a PZEV rating and push 143 horsepower at 6,000 rpm and 143 lb.-ft. at 4,250; elsewhere, Lancers are rated at Tier 2 bin 5, and without the restrictive PZEV emissions equipment horsepower jumps to 152 and torque to 146 lb.-ft. Despite offering more power than last year’s 2.0-liter, the new engine weighs almost 60 pounds less. A standard five-speed manual returns an EPA-estimated 21 mpg city and 29 mpg highway (lower due to revised 2008 EPA testing). A continuously-variable automatic is optional, and the GTS adds paddle shifters. A 2.4-liter engine may debut at a later date.

Driving: Test Day

Thankfully, we drove the 2008 Mitsubishi Lancer before California’s Winter From Hell officially took effect. Escaping the eventual ravages of snow, ice, and generally lousy weather experienced during the winter of 2007, Mitsubishi paired us up with a variety of ES and GTS models for some highway and twisty back road cruising around Santa Barbara. Ample seat time afforded us the opportunity to evaluate the Lancer on lengthy stretches of the 101 freeway, and a pre-determined route made sure we tasted the GTS’s sport-tuned suspension. All the while, the sun shone down on us and kept the roads clean and dry.

Driving: Powertrain

Put the pedal to the floor, and the Lancer will definitely get out of its own way, but it never feels quick and the engine’s loud operation and lack of refinement further detract from the driving experience. We drove CVT-equipped models (Mitsu expects these to make up about 85 percent of sales), including a GTS with paddle shifters. It’s hard to imagine distinct shift points from a CVT, but click the paddles and you can indeed feel a response from the transmission. Though the paddles don’t move with the steering wheel, they’re tall and are usually within reach even when turning hard to the left or right. We saw 17.2 mpg in hard driving and about 25 mpg on the highway.

Driving: Ride and Handling

In both the ES and GTS Lancers we experienced nicely weighted and responsive steering with a linear feel through the corners – no overboosting or kick back through the wheel. Likewise, brakes impressed with effectiveness, easy modulation, and fade-free operation even after a heated downhill run. The ES we drove was a bit stiff but comfortable in routine driving. On the other hand, the sportier GTS with its special tuning and larger tires and brakes felt taut and well balanced, which gave us the sense that the powertrain was outmatched by the chassis. When pushed in the corners, the GTS exhibited some controlled body roll and was actually fun…until the loud Dunlops gave up traction.

Advice: Selling Points

There are a number of reasons to consider the 2008 Mitsubishi Lancer, not the least of which is its outstanding powertrain warranty. Aside from that, there’s styling that is arguably sporty and less polarizing than that of some of its competitors, and don’t discount the spacious interior, seven airbags, or available paddle shifters. Drivers who like to have a little fun (but not too much) when behind the wheel will enjoy the GTS’s hardware enhancements and bolstered seats, while buyers of the lesser models should appreciate the tight steering and ample visibility. If that’s not enough, there’s a decent list of options to make the 2008 Mitsubishi Lancer just how you like it

Advice: Deal Breakers

The Lancer conjures up thoughts of the Acura RL we drove last year, a car that (at that time) purportedly pushed 300 horses but felt more like 200. Mitsubishi says the new Lancer puts out 152 ponies (143 in CA), but in reality it feels significantly less. Equaling the lack of power is the lack of refinement in the powertrain and the interior. On our wish list are some better materials and an exhaust note on the DE and ES models that doesn't make us check the Yellow Pages for the closest Meineke.

Advice: Competitors

Buyers have been and will continue to be interested in cars like the Lancer because of price, size, and efficiency. The multitude of choices is good for them but puts pressure on companies such as Mitsubishi, which wants to sell significant numbers of its new Lancer. When it arrives in March, Mitsu’s sedan will be sparring with the Ford Focus, Honda Civic, Hyundai Elantra, Kia Spectra, Mazda3, Nissan Sentra, Subaru Impreza, Suzuki Forenza, Toyota Corolla, and the Volkswagen Rabbit.

Specifications: Price, Powertrain, MPG

Test Vehicle: 2008 Mitsubishi Lancer GTS
Price: Prices start at about $14,000
Engine Size and Type: 2.0-liter four-cylinder
Engine Horsepower: 152 at 6,000 rpm
Engine Torque: 146 lb.-ft. at 4,250 rpm
Transmission: Continuously-variable automatic
EPA Fuel Economy: 28 mpg highway (city mpg not currently available)
Observed Fuel Economy: 17.2 mpg during aggressive driving; 25 mpg on the highway

Specifications: Dimensions

Curb Weight, lbs.: 3,109
Length, inches: 180
Width, inches: 69.4
Wheelbase, inches: 103.7
Height, inches: 58.7
Legroom, inches (front/rear): 42.2/36.1
Headroom, inches (front/rear): 39.6/36.9
Max. Seating Capacity: Five
Max. Cargo Volume, cu.ft.: 11.6
Photos courtesy of Mitsubishi
(www.car.com)

2007 Nissan Quest Review

What We Drove

Nissan Quest: Review – The setup was perfect. Three members of our CarTV crew needed a rig to transport themselves and their gear from Orange County to Las Vegas for the SEMA show. Turns out Nissan had a 2007 Quest 3.5 SE available, complete with leather seats, a navigation system, a fold-flat third-row seat, and a dual-screen DVD system. Plus, the EPA-rated 25 mpg on the highway would leave more in the budget for Vegas-style entertainment.
Unfortunately, the mileage never hit much above 18 mpg, so what didn't go toward gas bought burgers in the hotel diner with an "Elvis" show. And after a 500-mile journey, the "uncomfortable" Quest failed to win any fans. Overall, our editors agreed.
Why We Drove It

Since it was completely redesigned a few years back, the Nissan Quest has been a love-it-or-hate-it minivan (our staff is currently about evenly split). The interior layout, with its center dash pillar and oddly-placed gauges, has been a little wacky, and the exterior design features more than its share of unique styling cues. Plus, quality has been a nagging issue. So, when Nissan announced that the 2007 model would address all of these issues, we wanted to determine that statement's accuracy and, of course, pass our findings on to you. What we discovered was a more agreeable interior and hit-or-miss quality, including a door that didn't fit correctly, a door that didn't always work, and discolored paint.

Performance

Under the Quest's hood is a 3.5-liter V6, a similar yet detuned version of the engine Nissan uses in several other models. With 235 horses on tap, there's plenty of power for confident highway passes, though the throttle can be touchy and the Quest feels less energetic than the relatively sporty Honda Odyssey. After a week of driving, including more than 500 miles to and from Las Vegas, we recorded 17.8 mpg (the EPA estimates 21 mpg in mixed driving). Some drivers complained about occasional hard shifts from the five-speed transmission – others never experienced any issues, and except for a few instances of hunting for the appropriate gear, found the tranny's operation to be smooth and seamless.

Handling

When considering Japan's Big 3 (Honda, Nissan, Toyota), Nissan is generally viewed as the performance-oriented brand. However, thinking back on the Odyssey and Sienna minivans we drove last year, the 2007 Quest seems to fall mid-pack in terms of handling. In contrast to the fairly responsive Honda, the Quest is too soft on those exit ramps taken a little too fast, it's steering offers road feel but feels vague, and the hard run-flat tires add an odd harshness to the ride. Collectively, it feels as though engineers coupled overly stiff shocks with soft springs, resulting in neither a completely sporty nor comfortable experience. Braking, on the other hand, was free of fault thanks to four-wheel vented discs' effectiveness and instinctive modulation.

Visibility

Look at the Quest's expansive wrap-around greenhouse and you'll think that visibility is terrific. Indeed, the side glass is long, side mirrors appear ample, and the windshield is enormous. However, when the driver looks over her right shoulder, the second row headrests block the view, and the rear headrests eat up a big chunk of the rear window. Thankfully, a pull of the strap on the back of the third-row bench folds those noggin supports easily. Outside, the beltline gradually rides, making it hard to see cars traveling next to the rear passenger side, while the driver's mirror allows for a blind spot when cars are close on the left. The optional rearview camera is a huge help when backing up.

Fun to Drive

There's really only one minivan on the market that teases its driver with a slight fun-to-drive demeanor, and that's the Honda Odyssey. The Toyota Sienna falls short, as do vans from Chrysler, General Motors, Hyundai/Kia, and Nissan. The 2007 Quest is fine for covering the daily commute or running errands, as it offers enough power, a decent ride, and fuel economy that's acceptable (though not great) for such a large and heavy vehicle. That being said, there's nothing fun about it, including the vague steering, adequate but hardly scorching horsepower, and soft suspension that interestingly takes on speed bumps with harshness. But, come on – it's a minivan – fun is a possible by-product, not a crucial ingredient.

Front Comfort

Flat. We're betting that will be the first impression of the majority of drivers who slide onto the 2007 Nissan Quest's front chair. No, the drive and passenger don't get buckets (that would connote luxuries like contours and shape) – they get chairs, albeit spacious and well-padded chairs. Seat bottoms are wide, somewhat firm, and did we mention utterly devoid of bolstering? Add in optional leather upholstery and you've got yourself a great little slip-and-slide game. The seat back is slightly curved, though what's there doesn't truly qualify as bolsters. We found the comfort level to be acceptable for short trips, but our video crew returned from a 500-mile trip complaining about the seats' lack of comfort and support.

Rear Comfort


We didn't like the 2007 Nissan Quest's front seats – we liked the rear seats even less. The second row chairs were even flatter than the front, though they did recline. The Quest lacks operable second row windows found on competitors, and the power sliding doors were at times unwilling to work as promised. Large grab handles on the front pillars assist with entry and once seated second-row passengers will enjoy lots of head and leg room, as well as folding armrests. The third-row bench is flat and stiff, with enough room for children or adults under six feet tall. It sits higher than the second row, allowing for a better view to the front.

Interior Noise

With a winder sticker topping $40,000, we expected less noise from the 2007 Nissan Quest. There was noticeable road and tire noise, and a fair amount of wind noise around the windshield and door seams at high speeds. Hard Michelin run-flat tires exacerbated the problem. Most of the staff found it to be less than bothersome, though staffers who drove the Quest round-trip to Vegas would hardly concur. The 3.5-liter V6, which does not include silent operation among its many accolades, sounds and feels somewhat unrefined when pushed for power, but it's not raucous. One could compare the Quest's engine to a Ford V6, which has a similar grainy sensation, though the Nissan's six is more refined overall.

Loading Cargo

Cumbersome is an accurate way to describe the Quest's third-row bench seat. It's a process of pulling straps, pulling on handles, and leaning your pant legs against a possibly dirty rear bumper to get enough leverage to pull the whole unit back into the floor's deep cargo hold. There's some spring-loaded assist in there to help, but the exercise remains awkward and more complex than with competitors. Second row seats can be folded nearly flat, though not quite, and they are not easily removed. Sliding items onto a completely flat load floor from the side doors is not possible. The power tailgate button on the rear inside pillar is easy to reach but requires standing or reaching under the gate to close it.

Build Quality

Upon close visual inspection, the interior of our 2007 Nissan Quest tester appeared to be well-constructed, and when we started tugging on parts to uncover any problems, the only complaint revolved around a loose wardrobe hook over the second row seats. Seams around the instrument panel and glovebox could've been more consistent, and we could've done without the tinny sound when shutting the door, but otherwise we had little to criticize. The exterior, on the other hand, exhibited more than its share of issues, including a driver's door that was about ¼ inch from being flush near the roofline, a discolored front fascia, a loose grille, irregular gaps around the headlights, and a misaligned tailgate – a bit much for more than $40,000.

Materials Quality

Materials used to construct the 2007 Nissan Quest are generally of high quality, with a few exceptions. We liked the matte, padded plastic on the dash and upper doors, and complimented the mesh headliner with matching fabric on the visors and front sunshade. Leather on the steering wheel and seats felt durable, and thoughtful touches, such as felt lining in the driver's side dash pocket, are found when inspecting the details. Rubberized grips on the main control dials were an added plus. What we didn't like were the low-budget vinyl sunshades on the overhead glass roof panels, and a rubberized gear shift knob that should've been leather.

Styling

For 2007, there are a few notable changes to the Quest's design, most significantly to the interior. The 2006 Quest housed its gauge cluster atop the center dash rather than behind the steering wheel, a move that, despite being attempted by other manufacturers, has failed to gain approval from U.S. buyers. That Quest also featured a distinct vertical dash column with a near-horizontal instrument panel. For 2007, the gauges are behind the steering wheel and that center stack has been better integrated into the dash design. Exterior updates include new wheels, a more attractive grille design, and slightly revamped lenses. The result? It looks much like the same ol' Quest, unless you're intimately aware of the previous dash layout.

Storage

Minivans typically transport people, and with those people comes their stuff. The 2007 Nissan Quest is ready for the challenge, offering average pockets on the side doors, seatback pockets, a large glovebox, two big cubbies on the center dash and console, a deep front center armrest with a removable liner and retractable cover, as well as a few lined slots for holding parking cards or coins. The lined pocket next to the driver's left knee on the dash is quite large. Third row passengers get a large cubby on the left side, and the whole crew is treated to ten cupholders (based on our seven-passenger test vehicle). When the third row seat is raised, a deep cargo well is also available.

Infotainment Controls

Audio controls on our 2007 Nissan Quest 3.5 SE tester included clearly labeled buttons for seek, tune, mode, and presets on the instrument panels. A center dial with a rubber grip controls volume and power, though a few times we grabbed the heat control dial, which is positioned closer to the driver, when trying to play with the radio. Steering wheel audio buttons – including volume, mode, and tune – are great for big-thumbed fumblers. The CD and DVD players are placed below the radio. For the sake of simplicity and clean design, we wish the radio and CD player were one unit. The optional navigation system features thoughtful dash buttons, but uses a small and finicky joystick rather than the preferred touch screen.

Climate Controls

Except for occasionally turning up the heat when we meant to crank up the tunes, our experience with the Quest 3.5 SE's triple-zone climate control system was issue free. Front passengers enjoy individual temperature control dials with rubber grips, while rear occupants get their own system. Buttons on the dash include mode, fan speed, and bless those Nissan designers – a simple off button (you might be surprised by how many systems lack such a seemingly obvious feature). Readouts for temperature and fan speed are presented on the bottom of the navigation screen, which sits atop the center dash. Rear climate controls are located overhead.

Secondary Controls

All of the controls for the stuff we all use most (power windows, power locks, power mirrors) are just where you'd expect – on the door panels. Buttons for the power doors and sunroof are operated by controls placed overhead. Nothing too unusual so far. However, try finding the heated seat buttons and you might be in for a hunt (we were, and just to prevent ourselves from feeling stupid, we'll assume you would be, too). Those buttons are a bit out of reach on the lower seats, separate from the recline and slide buttons. Also unusual is the power tailgate button mounted on the D-pillar, which requires standing below or reaching in the path of the tailgate when you want it closed.

Specifications

Test Vehicle: 2007 Nissan Quest 3.5 SE
Price of Test Vehicle: $40,865 (including a $605 destination charge)
Engine Size and Type: 3.5-liter V6
Engine Horsepower: 235 at 5,800 rpm
Engine Torque: 242 lb.-ft. at 4,400 rpm
Transmission: Five-speed automatic
EPA Fuel Economy (city/highway): 18/25 mpg
Observed Fuel Economy: 17.8 mpg
Competitors:
Dodge Grand Caravan
Honda Odyssey
Toyota Sienna

2nd Opinion – Fabin

Nissan Quest – James Fabin's Opinion:
When it comes to minivans, there are a lot of expectations. You expect comfort, plenty of storage, lots of cupholders, and a great overall value. The Nissan Quest appears to not have been designed to meet those typical expectations, instead focusing on qualities not normally associated with a minivan. While its seats are very uncomfortable, its cupholders and storage bins limited, and high sticker price erases any value, it does offer a slightly sporty driving experience. The brakes are strong, the steering well weighted, and the engine relatively responsive, though our test car's transmission was not always smooth. My recommendation is to consider the Hyundai Entourage or Kia Sedona, both offering a much greater value at a far lower price.
2nd Opinion – Sullivan

Nissan Quest – Mike Sullivan's Opinion:
For a minivan, the Quest is powerful, nimble, and features precise steering and braking, but if you are considering a minivan for more traditional reasons - like comfort, convenience, and value - it's not up to par with the competition. The driving position is awkward, the front and second row passenger seats are both stiff and uncomfortable, and family necessities like cupholders and storage compartments are scarce. In terms of performance and cargo room, the Quest does the job, but if you buy one, you'll probably have to deal with some cranky passengers.
Photos courtesy of Ron Perry
http://www.car.com/content/home/index.cfmwww.car.com

2007 Toyota Tundra First Drive

It seemed like a great idea: Dress up in a rubber sumo suit and try to knock a bigger guy down three times. The bar was even chanting “GO, little man” as he chased, and fell, twice. But then he stopped. And it became clear that he would not fall again. Sadly, it turns out a small guy in a big rubber suit is still no match for a big guy in the same suit. The same goes for trucks, too, which is why Toyota turned its smallish Tundra into a big truck for ‘07, with loads of power and innovation. Like a big man in a rubber sumo suit, the Tundra may want for more subtlety, true, but it's definitely the new Mr. T among trucks.

The Basics: Origins

You've come a long way since the T100, Toyota, and it only took only 10 years or so. Indeed, what's amazing about Toyota's methodical progression has been the last six of those years: starting with the debut of the Tundra, they won an award from Motor Trend, added a double cab, entered and won the Craftsman Truck Series and reached their goal this year, with an American-made beast that matches anything the Detroit Three can build. Frankly, right now only GM can really match Toyota in the full-size truck game, which leaves one gaping question for Ford and Chrysler shareholders: What were your execs doing while Toyota methodically stole a march on your biggest source of sales?

The Basics: Model Mix – Configurations

You can buy the 2007 Toyota Tundra in more than 31 different styles. There are five basic configurations and three body styles: Regular cab with two doors, Double Cab with rear-hinged rear doors, and the massive four-door CrewMax. Of these three, the Regular Cab and Double Cab come with your choice of a 6.5 or an 8-foot bed; CrewMax models get only a 5.5-foot bed. There are three trim levels: DX, SR5 and Limited. The DX is your two-door work truck, and the Double Cab and CrewMax are available only in SR5 or Limited trims. Power wise, there's a V6 (DX only) or two V8 engines from which to choose, and either a five-speed or six-speed automatic. Four-wheel-drive is optional on all body styles.

The Basics: Model Mix – Powertrains

Toyota offers three engines across the Tundra model line: the base 4.0-liter V6 makes 236 horsepower at 5,200 rpm and 266 lb.-ft. of torque at 4,000 rpm; the 4.7-liter V8 generates 271 horsepower at 5,400 rpm and 313 lb.-ft. of torque at 3,400 rpm, and the all-new 5.7-liter aluminum block V8 rated at 381 horsepower at 5,600 rpm and 401 lb.-ft. of torque at 3,600 rpm. Compared to GM's powertrains, you'd have to buy the $39,000 GMC Sierra Denali to get more power and grunt. Transmissions include a five-speed automatic for the V6 and 4.7-liter V8, while the 5.7-liter engine gets a six-speed automatic. Back at GM, you can only get a six-speed with your Denali; otherwise GM offers four-speed automatics.

The Basics: Model Mix – DX

Just like the competition, Toyota offers a work truck with few frills. For the Tundra, that's the DX, which comes only as a Regular Cab with a nice array of standard features: fabric seats, manual roll-up windows, CD stereo with aux input, manual a/c and tilt-steering wheel. Tundra DX models wear P255/70R18 tires. Options include three basic packages: SR5, Cold Weather and Tow. The SR5 Package comes with power windows/doors/outside mirrors, cruise control, upgraded fabrics and chrome bumpers/grille surround. Cold Weather shoppers will want to check this box as it includes heavy duty battery/starter and heated power outside mirrors. Same goes for tow customers: In addition to the normal tow elements, models with the 5.7-liter engine get manual extendable towing mirrors.

The Basics: Model Mix – SR5

The SR5 comes in Double Cab or CrewMax sizes. Items such as an eight-way manual driver's side seat are standard, as are the four-way passenger controls, DX options like power windows, and the Tow Package (5.7-liter models). Other standard items include carpeted floor mats and a rear seat heater duct. Options on the SR5 include a leather-wrapped steering wheel with audio controls, a six-disc CD stereo and ten speakers, Bluetooth capability, DVD-based navigation system with backup camera, running boards and more. There's also a TRD Off-Road Package with tuned suspension, Bilstein shocks, P275/65R18 tires on alloy wheels, and fog lamps, and a Sport Appearance Package (available on Double Cab) includes color-keyed front and rear bumpers, upper color-keyed grille surround and fog lamps

The Basics: Model Mix – Limited

Now we're talking. The Tundra Limited comes standard with chrome outside mirrors, grille surround and color-keyed front bumper. Fog lamps are also standard, as is Toyota's bed deck rail system. The Limited trim rides on standard P275/65R18 tires with alloy wheels. Inside, front buckets are leather-swaddled and heated, and there's a standard ten-way power seat on the driver's side (four-way for passengers). Also standard is a center console, auto dual-zone climate control and six-disc CD stereo with 12 speakers. Buyers will appreciate the tilt/telescope steering wheel, sliding rear glass and auto-dim inside rear view mirror. There aren't many options on the Limited, but what is available includes the TRD Off-Road Package and 20-inch wheels wearing P275/55R20 tread, and a power tilt/slide moonroof.

The Basics: Model Mix – CrewMax

Available in SR5 or Limited trim, the Tundra CrewMax customers get standard features such as a vertical slide rear window, a fore-aft and reclining rear bench seat and overhead console. They also get only the 5.5-ft. bed. CrewMax options include the power tilt and slide moonroof, a rear seat DVD entertainment system and rear seat audio controls.

The Basics: Pricing

Good news! You can get a base Tundra DX for $22,935. At that MSRP you're lucky to get the steering wheel, but it does include $645 destination, as do all prices listed. Expect to pay $24,075 for the DX with the 4.7-liter V8; add $950 for the 5.7-liter engine/six-speed. The Tundra SR5 with Double Cab and V6 engine gets a sticker of $26,750; add $745, to $27,495, for the 4.7-liter V8 engine and $1,260 to upgrade to the 5.7-liter powertrain; that's the 5.7-liter upgrade price for all trims except DX. Starting sticker for the base 4.7-liter V8 Limited is $34,885, while the CrewMax SR5 stickers at $30,320. Premiums prices not covered include an additional $3,050 for four-wheel-drive and $350 for the 8-foot bed.

What's New: Outside

If you're looking for resemblance to the 2006 Tundra, forget it. There are better things to see anyway, like the coolest tailgate ever. Damped by a gas shock, the Tundra's gate swings down slowly and comes to a soft stop. As far as the rest, well, the grille is Texas strong. But when you put a chrome ring around it, it looks like a freakishly big bull's snout. Otherwise, we liked how the headlights sat away from the bumper in the front fascia, as well as the big door handles and the sloping design of the greenhouse. In the end, perhaps a few light touches instead of all Bubba would have struck a perfect balance.

What's New: Inside

It's big. It's innovative. And the materials feel cheaper than they should. In that way, the inside disappoints, but Toyota makes up for it with one of the biggest cabins available, full of some of the most innovative items inside. All controls feel one size bigger, something workers might appreciate more than commuters. The size translates into room as well: leg room and hip room are what you'd expect up front, but the back seat offers a tremendous amount of usable space. Innovation is also in plentiful supply, with a split glovebox and a center console that redefines the meaning of “work truck,” doubling as a file cabinet, laptop holder and charger. There are also lockable bins under seats and in back.

What's New: Safety

Tundra offers standard front seat side airbags and front and rear roll-sensing side curtain airbags with manual off switch on every model, as well as four-wheel disc brakes. All Tundras feature Toyota's STAR safety system as standard equipment: ABS, Electronic Brake force Distribution (EBD), Brake Assist (BA), Vehicle Stability Control (VSC) and Traction Control (TRAC)

What's New: Under the Hood

With its Tundra advertising, Toyota heavily promotes the size and quality of the mechanicals, and for good reason. Take the brakes: 13.9 inches in diameter up front and 13.6 inches in back, both sets are discs (first time for a Toyota truck) and hooked to a host of safety acronyms: ABS with Electronic Braking Distribution (EBD), Brake Assist (BA), TRAC (Traction Control), and Vehicle Stability Control (VSC). Standard base wheels are 18 inches and are fitted with P255/70R18 tires. Also available are 18-inch alloys with P275/65R18 tires, and 20-inch alloys with P275/55R20 tires (SR5 and Limited only). The suspension is an independent double wishbone front and a live axle rear, while the steering is handled by a hydraulic rack-and-pinion setup.

What's New: Under the Hood – Powertrains

Grunt and Grrrrr are important to truck buyers. Toyota has delivered both Gs in spades, especially with its newest powertrain, a 5.7-liter V8 engine mated to a six-speed automatic transmission that makes 381 horsepower at 5,600 rpm and 401 lb.-ft. at 3,600 rpm. The two other engine options are a 4.7-liter V8 generating 271 horsepower at 5,400 rpm and 313 lb.-ft. of torque at 3,400 rpm, and a 4.0-liter V6 engine with a rating of 236 horsepower at 5,200 rpm and 266 lb.-ft. of torque at 4,000 rpm. Both are tied to a five-speed automatic.

What's New: Towing and Payload

Got a house to tow? If you buy a two-wheel-drive, Regular Cab Tundra with the 5.7-liter engine, six-speed automatic transmission and tow kit, you can tow up to 10,800 lbs. That's class-leading, and with a tongue weight max of 1,080 lbs., a stat some tow professionals feel is more important that the grossly overdone total tow capacities. As for the rest of the lineup, if your Tundra has a V8 engine it'll likely tow at least 10,000 lbs. Note: during our first drive, we were unable to drive the Tundra under tow that was close to its maximum capacity. Payload, meanwhile, ranges from 1410 lbs. to 2,060 lbs. and comes with an available deck rail system. All Tundra truck beds are also an impressive 22 inches deep.

Driving: Test Car, Location

During our first drive, Toyota paid for us to stay at the exclusive Alisal Horse Ranch in Solvang, California, where we spent two days driving all over the Central California countryside, enjoying a wide variety of roads – but no traffic – and some interesting off-road trails. In terms of evaluation, it was a good opportunity to drive the Tundra on different roads, but the lack of a truck with full payload or a maximum tow trial hurt the evaluation and made us wish for another shot at the rig.

Driving: Performance

Any talk of Tundra performance must focus on its excellent new powertrain. With six gears, 381 horses and 401 lb.-ft of torque, there's plenty of low-end grunt and fast starts, thanks to a low first gear. Punch the throttle and you get what you pay for: A controlled surge of power and smooth, aggressive gearing built more for performance than for saving gasoline. To that end, Toyota reports an EPA rating of 14/18 in the 5.7-liter V8 powertrain. With so much thrust early, passing is easily handled: Goose the accelerator at speed and the Tundra sits up, collects itself and rumbles to life. Brakes are big, grab tightly and, though we felt a little too much pedal play, stop the Tundra promptly.

Driving: Ride and Handling

Yep. It's a truck, and a big one at that. We know because it drives like one, with enough bounce and jump in the chassis to keep you alert. With the competition moving to a more refined ride, it may be a disadvantage. The Tundra's rack-and-pinion steering felt crisp and offered decent feedback with the smaller, 18-inch wheels. Toyota claims that the lock-to-lock turning is 3.71, but with the big snout and long bed, turning around on a narrow road made for a few rattled nerves. Visibility is excellent throughout, however, and an especially nice feature is the Tundra's pull out rearview extenders. When towing, they easily snap out for an extended look around the trailer.

Driving: Comfort

The Tundra is comfortable like a baggy sweatshirt. The CrewMax, for example, has a back seat that would be the envy of many condos, with acreage of room for legs and plenty of shoulder and hip room. Back seats in the CrewMax recline and slide, while the Double Cab back seat is a pretty straight forward bench seat. Frankly, we found the back seat of the CrewMax to be the best place to sit inside the Tundra. Behind the wheel, Tundra offers a driving experience that features a relatively quiet cabin with broad seats that offer less than ideal bolstering, wrapped in material not exactly as good as we've come to expect. As a result, the Tundra was compromised by what we felt were flimsy materials.

Driving: Controls

This cabin is so big you have to hire a runner to change the radio station. And with all this size, just how Toyota allowed the Tundra out of the barn without power pedals, we're not sure. Perhaps interior designers got a little obsessed with building a truck for big men wearing gloves: The Tundra's layout is simple and big, as in large compartments, dials and gauges. Consider the environmental controls: four dials across the front of the center console, clearly marked and easy to manipulate. Aside from the pedals, our biggest issue with Tundra controls was in the flimsy feeling of the dials, the thin stalk of the shifter and in switches that felt as though they'd snap off with a good tug.

Advice: Selling Points

It's the only readily available full-size truck with a six-speed automatic transmission, and the result is the smooth delivery of ribbons of power. The Tundra also offers truck buyers significant innovation, such as a tailgate assist and a cabin that literally doubles as an office, not to mention an untold number of storage bins. There's the 31 different configurations available, which is a significant key to making headway against mature domestic truck lines, and, ultimately, capacities that are class-leading or close to it, including towing, payload and a 381-horsepower V8. We've yet to talk about Toyota's reputation for high quality, durable vehicles made with exacting standards and top-notch materials. But more about this on the next page

Advice: Deal Breakers

Ah, reputations. Perhaps they are only as good as your last big moment. If so, Toyota's reputation for quality materials is about to take a significant hit, thanks to knobs and materials that felt light, flimsy and somewhat less than truck-tough durable. The temperature control knob, while bigger than normal and clearly marked, feels as if it could break off with a twist. Same goes for the beefy gear selector: The handle is well designed, but the stalk is thin, and feels like it could easily snap. Other drawbacks to the Tundra are subjective: miles-per-gallon is in the low teens with a six-speed automatic transmission, the sheetmetal style is too brawny and the ride is too truck-like.

Advice: Competitors

Looking for a full-size truck? Cross shop the Silverado/Sierra with the Tundra. We guarantee that it'll be a tough choice, one based more on what you need over what's better: the Silverado/Sierra has more refinement going on inside the cabin, but lacks some of Toyota's interior innovation. The Sierra/Silverado is a nicer ride, the Tundra more powerful and truck-like. Just look at it this way: In GM's new trucks, you've got understated refinement, a fist wrapped in velvet. With Toyota, you've got a bold statement: We're here, and we're ready to play – without the velvet.

Specifications - Price, Powertrains

Test Vehicle: 2007 Toyota Tundra
Base Prices: DX $22,935 / SR5 $26,750 / Limited $34,885 / CrewMax $30,320 (inc. $645 dest.)
Engine Size and Type: 4.0-liter V6 / 4.7-liter V8 / 5.7-liter V8
Engine Horsepower: 236 at 5,200 rpm / 271 at 5,400 rpm / 381 at 5,600 rpm
Engine Torque: 266 lb.-ft. at 4,000 rpm / 313 lb.-ft. at 3,400 rpm / 401 lb.-ft. at 3,600 rpm
Transmission: five-speed automatic / six-speed automatic

Specifications - Weight, MPG, Payload and Towing

Test Vehicle: 2007 Toyota Tundra
Base Prices: DX $22,935 / SR5 $26,750 / Limited $34,885 / CrewMax $30,320 (inc. $645 dest.)
Curb Weight, lbs.: 4.0-liter V6 4,610 - 4,930 / 4.7-liter V8 4,850 - 5,650 / 5.7-liter V8 4,910 - 5,705
EPA Fuel Economy (city/highway):4.0-liter V6 17/20 / 4.7-liter V8 15/18 / 5.7-liter V8 16/20
Max. Payload (lbs): Reg., 1,585 - 2,065 / Double 1,390 - 1,755 / CrewMax 1,480 - 1,600
Max. Towing Capacity (lbs): Reg., 10,800 / Double 10,600 / CrewMax 10,400
Photos courtesy of Toyota