Automotive Reviews
Archive for May, 2009
2009 Jeep Commander
01088 days
The Commander is an unlikely survivor of the current product-cutting bloodbath going on at Chrysler-Dodge-Jeep. It started life in 2006 as the answer to a question nobody had asked, a three-row, not-quite-full-size SUV that fell somewhere between being a retro homage to the 1980s Cherokee and an attempt to compete with the infamous Hummer H2.
The Commander proved to be a capable off-roader for its size, but prices were high, its V8 engine was a fuelish performer, and it hit the market just as gas prices soared through the roof. Unsold Commanders promptly filled acres of runoff parking lots around the Detroit factory. For several years running, the Commander has been at the top of the list to be dropped, but a last-minute reprieve always seems to arrive. For 2009 it’s escaped the axe yet again. Someone among Jeep’s higher-ups clearly likes this truck.
For 2009, the Commander’s big news (other than surviving) is the introduction of a new 5.7 liter HEMI V8. The new engine produces 357 horsepower with an improved fuel economy rating. The gains come primarily from the adoption of variable valve timing and Chrysler’s Multi-Displacement System (MDS). The now-familiar MDS switches the big V8 over to a fuel-saving four-cylinder mode when full power is not called for. The HEMI V8 is the top of the line; the Commander can also be had with a 210-horsepower SOHC 3.7 liter V6 or 305-horsepower flex-fuel 4.7 liter V8. Five-speed automatic transmissions are standard across the board. Jeep equips the Commander with one of three four-wheel drive systems, offering full-time four-wheel drive (Quadra-Trac I), a two-speed electronic transfer case (Quadra-Trac II), or an active transfer case with front, center and rear limited-slip differentials (Quadra-Drive II).
It’s easy to miss the Commander on the road. Though it’s fairly uncommon in most areas, the lines are very similar to those of the smaller Liberty and mid-1980s Jeep Cherokee models. Boxy, angular lines and a vertical windshield offer a 1980s-retro feeling, making the Commander look a bit larger than it is. Size-wise, it’s comparable to the Toyota Land Cruiser and Land Rover Range Rover, though it’s not priced as high as those luxury trucks. The familiar seven-slot Jeep grille is rendered in chrome and flanked by roundish headlamps in square housings, while an upright two-box design is marked by chunky fender flares, squared-off wheel openings and distinct bumpers. An interesting style fillip is the roof rack, which extends down the back end of the Jeep to form a pair of neatly integrated grab handles.
The interior is comfortable if a bit snug; I remain of the opinion that the Commander is too small to provide sufficient legroom for a third-row seat. Keep it folded down and there’s a handy 36 cubic-foot cargo area, however. As for the working bits, a purposeful dash offers full instrumentation. The Commander’s also available with a full complement of amenities, from new dual-zone climate control to a DVD entertainment system with a large 9-inch screen. The interior is brightened somewhat with available “CommandView” skylight panels for the rear seat passengers and a sunroof up front. Opt for the navigation system, and there’s an iPod jack in the dash. Rain-sensing wipers and HID headlamps are newly available as well. The available power tailgate is a convenience, though its operation is almost painfully slow. The available leather seats are broad and comfortable, and a full day of road-trip driving won’t leave you aching or fatigued.
That long-distance comfort is something of a shame, since the Commander’s not much of a road-tripper. A smallish fuel tank and average fuel economy in V8 models limit its range. Acceleration is leisurely at best; passing on a two-lane road when going up a slight grade is not advised. When not on the freeway, power is adequate, and off-roaders will definitely appreciate the 389 foot-pounds of torque available from the HEMI. This truck serves well as a modern-expedition vehicle, ready to spend days slogging through uncharted territory–while keeping everyone entertained with concert-quality music and movies, of course.
The Commander is similar to the Liberty in that it’s a sturdy, off-road capable vehicle. That also means it drives heavy. Like any self-respecting vehicle to wear the Jeep badge, this truck is well matched to off-roading, if less than smooth on pavement. The Commander is equipped with a short-long arm suspension up front and a five-link rear, and it’s quite trucklike. Turn too quickly into a steep driveway or hit a speedbump and the Commander reacts violently, tossing passengers and cargo around. It’s stable, but far from refined. Four-wheel disc brakes with standard ESP and ABS are also adequate, but the Commander frequently reminds of its over-5000-pound weight when braking.
The Commander is something of a throwback to Jeep’s Grand Wagoneer; it’s a go-anywhere device that’s better suited to life off-pavement in spite of its luxury trappings. The market for such vehicles these days is small, but crowded, and to many objective measures, vehicles like the Toyota Land Cruiser and Land Rover Range Rover do it better. However, none of those vehicles sport the all-important Jeep badge, and that counts for a lot. It’s persuasive enough that it’s kept the Commander in the lineup for a few years past its expiration date, at the very least, and in spite of somewhat stiff pricing. Commanders start at $30,160 for a five-passenger, 4×2 model. You’ll have to walk up to $32,160 to get the four-wheel drive and seven-passenger seating that make the Commander special. My Limited tester stickered for $44,860.
Specifications:
All specs are for the 2009 Jeep Commander Limited.
Length: 188.5 in.
Width: 74.8 in.
Height: 72.1 in.
Wheelbase: 109.5 in.
Curb weight: 5185 lb.
Cargo space: 68.5 cu.ft. (all seats folded); 36.3 cu.ft. (third row folded)
Base price: $40,605
Price as tested: $44,680
Engine: 5.7 liter OHV V8
Drivetrain: five-speed automatic transmission, four-wheel drive
Horsepower: 357 @ 5200
Torque: 389 @ 4350
Fuel capacity: 21.1 gal.
Est. mileage: 13/18
2009 Nissan Maxima
01095 days
When I first slid behind the wheel of the Maxima, I had no idea that it would be so hard to classify. I mean, how difficult is it to figure out where a four-door sedan fits in?
Rather, it turns out. Nissan’s attempt to return the Maxima to its halcyon days as the “4-door sports car,” has resulted in a vehicle that’s not quite what it was, but not quite what it needs to be, either. Whether that’s a step forward or backward, one thing is certain: the Maxima definitely has personality.
At a glance, it’s clear that the previous-generation Maxima has been completely re-thought. The domelike silhouette and wacky Mohawk sunroof that set the previous Maxima apart are gone, replaced by a more conventional three-box sedan with striking front and rear treatments. Like the new 370Z, the Maxima features boomerang-shaped headlights and matching LED taillamps. The hood is gracefully and aggressively sculpted, with twin bulges down each side that create a catamaran-like shape from the front seats. The curvy hood bends gracefully into aggressively flared fenders and a large grille. The car’s track has been widened, and coupled with a slight decrease in overall length gives the Maxima a compact, more athletic stance. A choice of eighteen- or nineteen-inch wheels is offered.
The interior is comfortable, in a rough-and-tumble boardroom sort of way. There’s a distinct “cockpit” feel that is uncommon in sedans, and will please drivers who’d rather be in a sports car. A dual-pane sunroof is available, but the Maxima’s interior is somewhat dark even when opened up to the sky; this is a somber and serious performance sedan. Electroluminescent gauges and lots of chrome detailing improve things slightly. There’s a narrow, three-spoke steering wheel, and the extra-bolstered driver’s seat has an extendable thigh support to help keep the driver in place. The Maxima’s interior is comfortable and sporty. It can also be luxurious, of course; heated and cooled seats, a navigation system, pushbutton start and a subwoofer-equipped sound system are available. The navigation system’s information screen has a handy shroud over it, and Nissan remains one of the few companies to understand that a bird’s-eye navigation screen is easier to follow than the map-style view.
The styling inside and out is executed nicely, but I’d hesitate before announcing that the “4-door sports car” has returned. The Maxima alternates between being not quite luxurious enough and not quite sporty enough to justify the price tag. The ride is taut and responsive, but the suspension and body still feel heavy. The Maxima is equipped with coil-sprung struts up front and a subframe-mounted multilink independent rear as well as a front strut tower brace to improve rigidity. Extremely responsive four-wheel disc anti-lock brakes bring the speed down with confidence, and the ultra-fast Twin Orifice Power Steering is a rack-and-pinion unit that’s shared with the sporty 370Z. Vehicle Dynamic Control stability control and traction control are also standard equipment, so the Maxima is very sure-footed. So what’s wrong with the way it drives?
It’s not that there isn’t ample power. The Maxima gets a 3.5 liter V6 engine with continuously variable valve timing and 290 horsepower, a 35-horse jump from the previous model. Nissan’s gone to great lengths to improve the Maxima’s engine’s sophistication; this engine has lightweight pistons, microfinished cam lobes and crank journals, coil-on-plug spark and variable induction. Nissan has improved the engine’s breathing and exhaust flow, as well as maximizing (no pun intended) the fuel’s combustion to improve efficiency. For all of that technology, though, the electronic throttle is twitchy, and the continuously variable automatic transmission (CVT) drones and holds gears in a very wimpy-sounding way. The CVT’s reflexes have been sharpened and it’s been retuned for sporty driving, even with a “Ds” mode that selects the right gear for the conditions from the nearly infinite ratios available. Paddle shifters on the steering wheel allow for instant gear selection as well. Unfortunately, it doesn’t feel or sound particularly sporty. As a result, the Maxima tends not to feel or sound much like a performance car from the driver’s seat. Throw it into a corner and it’ll react like one, but it takes a lot to remind it, and during mundane driving it’s rather dull.
So where does that leave the hero of this review? It’s too soft to be seriously compared to the Cadillac STS, and too hard to woo Buick LaCrosse or Toyota Avalon buyers. While the luxury items are there, the Maxima isn’t carry itself on the same level as the sports sedans from Audi, BMW or Acura. The Maxima compares favorably with large, semi-luxurious sport sedans like the departed Lincoln LS, the Pontiac G8 and possibly the Volvo S60. Unfortunately, the Pontiac G8 will soon be as dead as the Lincoln LS, and the Maxima lacks the curbside style of the Volvo. (Twenty years ago, saying that would’ve been heresy).
After driving it for a week, I was left with a sense that the Maxima can’t decide what it is. It doesn’t feel pricey or luxurious enough to compete with near-luxury cars, and it’s not quite as sporty as other vehicles available from Acura or even Nissan’s own Infiniti division. All in all I found it curiously disappointing.
Pricing for the new Maxima starts at $30,160. My test car was optioned-up thanks to the Sport and Sport Technology packages, which include XM satellite radio, a navigation system, heated steering wheel, HID headlamps, iPod interface and 19-inch wheels. The total damage? $37,360.
Specifications: All specs are for the 2009 Nissan Maxima.
Length: 190.6 in.
Width: 73.2 in.
Height: 57.8 in.
Wheelbase: 109.3 in.
Cargo space: 14.2 cu.ft.
Base price: $32,860
Price as tested: $37,389
Engine: 3.5 liter DOHC V6
Drivetrain: continuously variable automatic transmission, front-wheel drive
Est. mileage: 19/26
2009 Dodge Challenger SRT8
11101 days
You gotta feel a bit sorry for the Dodge Challenger. Like a bar patron who always manages to arrive ten minutes before last call, the Challenger always seems to show up at the party finely dressed and ready to cut loose…right before the party ends.
Seriously, things in the auto industry aren’t looking good. Just as the original Challenger had to face the end of the muscle car era just when it was hitting its stride, this faithful reincarnation is driving out of the garage and into a thoroughly dismal economic climate. Dodge’s resurrected Challenger looks great and drives even better, but falling auto sales, rising fuel costs and a parent company whose future is looking questionable may put some significant dampers on the party.
That is what it is, though; best to just enjoy the Challenger while it’s here, and be glad that this dream car made it to production in the first place. After emerging in the 1970 as a larger, more luxurious pony car, the name was resurrected on a concept car in 2006, and that car continued without many changes into production in 2008.
The Challenger’s design pays striking and apt homage to its own history. In fact, it’s practically a giant-sized Hot Wheels version of the 1971 Challenger. The wide, flat hood and distinctive beltline have been smoothed out for a more modern look, but the silhouette and proportions are eerily similar. The Challenger’s streamlined design belies the fact that it’s larger than the original. Quad headlamps flank a flush-mounted grille. At the rear, wall-to-wall taillights and a bold chrome fuel filler cap would be in danger of bringing the disco era back to life, if the modern execution weren’t so flawless. Twenty-inch Alcoa wheels fill the wheel wells, an option unheard-of in the original Challenger’s heyday. The SRT8 is the top dog of the family, and adds functional hood scoops and aggressive, 1970s-style stripes. Subtle changes to the design are also intended to improve performance, such as a lower chin spoiler, wheel spats and underbelly panels that improve aerodynamics and reduce lift. The rear spoiler shares the style of the original Challenger T/A as well as effectively improving downforce. The car is a mix of modern function and classic form.
The retro look continues on the interior, but Dodge has stopped short of letting it take over completely. The cabin is short on exterior visibility but generous with space for passengers. All in all, it’s a very comfortable place to be, with plenty of shoulder room provided by the wide body and space for four. The Challenger feels modern on the inside; the interior may be somewhat dark and purposeful like that of the classic car, but well-bolstered modern seats, the available hands-free navigation system with its XXX-inch screen and SRT Reconfigurable Display that allows drivers to look up 0-60 times, quarter-mile times, braking and g forces are persuasive reminders that you’re in the twenty-first century. The SRT8 features a significant throwback in the form of a pistol-grip shifter, which is long on style but somewhat short on ergonomic comfort. Special two-tone seat fabric and a 180-mph speedometer also help to set the SRT8 apart. The Challenger’s trunk is huge, as well, inviting luggage into its 16.2 cubic feet of space.
The Challenger is available with V6 and V8 power, but the big story is the SRT8’s 6.1 liter, 425 horsepower V8. Unlike the muscle cars of yore, the HEMI under the hood doesn’t provide shattering power–or, at least, the Challenger’s heavy enough that you don’t quite notice it. It’s a surprisingly high-revving engine and there’s less torque available from a standstill than you’d think. That’s not to say that 4.9-second 0-60 runs aren’t impressive, but the car doesn’t feel as extreme as the numbers suggest it is. That said, the Challenger excels at high-speed cruising. This particular pony car has graduated to grand-tourer status, with a distinctly American flavor. The six-speed manual transmission is new, and allows drivers to take maximum advantage of the 425 horses on tap. A limited-slip rear differential is standard. The Challenger has been dinged for excessive weight by performance car fans expecting a svelte drag racer, but if you treat this vehicle like what it is–an American-style long-distance cruiser–it’s an excellent companion. And it’s not without performance credentials, either; Dodge has taken the Challenger racing, with success. Transmission choices are a five-speed automatic, or a surprisingly tractable six-speed Tremec TR-6060 manual with a dual-disc clutch that’s shared with Dodge’s ultra-powerful Viper SRT-10. Guess which gearbox we prefer? The manual’s dual overdrive gears boost fuel economy and ensure that the Challenger is calm on the freeway.
The secret of the car’s handling success is its suspension, which shares the basics of its short-long arm front, multi-link rear construction with Dodge’s Magnum sedan. The Challenger SRT-8 rides about half an inch lower than lesser models because of uniquely tuned shocks and springs. Swaybars are stiffer, and the standard Electronic Stability Program has been retuned to allow more entertaining performance while keeping things safe. Brembo four-piston calipers at all four corners can bring the Challenger SRT-8 to a halt from 60mph in about 110 feet. The Challenger is a big, mean car, but it’s surprisingly docile to drive around town, especially in comparison to vehicles like the high-strung Ford Mustang Shelby GT500.
Though it’s a youthful vehicle (in a 1970s kind of way) it seems unlikely that many Challengers will find their way into young drivers’ hands. While a standard V6 Challenger’s MSRP starts around $23,000, the SRT8 stickers for $40,945. Gearhead buyers are likely to balk at the sticker because, in total performance terms, that price point will buy much better cars. In social terms, though, very few vehicles will have the curbside impact of a Challenger. Forget about the drag strip; load some suitcases into that healthy trunk, point the nose toward the sunset, and let this car take you to whatever adventure awaits. Not many cars are willing to do that these days, and the Challenger deserves the chance.
Specifications: All specs are for the 2009 Dodge Challenger SRT8.
Length: 197.7 in.
Width: 75.7 in.
Height: 57.1 in.
Wheelbase: 116.0 in.
Cargo space: 16.2 cu.ft.
Base price: $40,945
Price as tested: $44,575
Engine: 6.1 liter OHV V8
Drivetrain: six-speed manual transmission, rear-wheel drive
Horsepower: 425 @ 6200
Torque: 420 @ 4800
Fuel capacity: 19.0 gal.
Est. mileage: 14/22