Automotive Reviews
Archived
Back-catalog of reviews written before 2008.
2002 Ford Taurus
01045 days
Most of my test vehicles come directly from the manufacturers, but for a change of pace I decided to test drive the 2002 Ford Taurus at the dealership. Posing as an average customer, I spent an hour listening to the sales spiel and wheeling Ford’s bread-and-butter sedan around town, and came to the following conclusion: the Taurus is a decent car and a good value, so long as you’re willing to suffer through the sales process to get one.
2001 Taurus pictured.
Don’t worry, it wasn’t your local dealer. And if your Ford salesperson is as pushy and uneducated about the product as mine was, just keep your eyes on the prize. The Taurus has been perennial member of the best-seller list for almost a decade. The current version received a design freshening in 2000 which sharpened some of its softer edges.
While the salesperson rambled on with tasteless jokes about women drivers and confessed that he knew next to nothing about the Taurus’ option packages or its competitors, I looked the car over and tried to tune him out. The Taurus’ bodyshell dates to 1996. The once-controversial, ovoid design has been “mainstreamed” somewhat over the years, with the round back window being squared off, and the taillights given a more trapezoidal treatment. The front end has received a mild freshening, and a more angular look that gives the Taurus more of a family resemblance to the smaller Focus. The long look and pulled-back headlamps must be a good look for a family car; the 2002 Toyota Camry’s design bears more than a passing resemblance to that of Ford’s mainstay. The Taurus seems like a more physically substantial car than an Accord or Camry, however, thanks to sculpted bodysides which result in a “high-shouldered” look. Five- or seven-spoke alloy wheels are available, and all of the Taurus’ wheel options look good.
That feel is carried into the interior, as the door closes with the solid ‘chunk’ of a nice, heavy American car. The materials leave a bit to be desired; many of the plastic interior parts seem low-budget. On the other hand, the Taurus also feels like a car that will stand up to the ravages of toddlers, pets, and whatever else might have to go inside. The seats are comfortable enough for long trips, and folding rear seats are a trunk-expanding option. My salesman at the dealer was happy to point out the cruise control and optional heated outside mirrors, but failed to know or remember to show me the unique, optional flip-fold front seat which allows for a third passenger or a console up front. He also wasn’t sure about the availability of side airbags (they’re optional) or a CD changer (it’s a six-disc, in-dash unit, and it’s also optional). He did know that the Taurus is newly available with adjustable gas and brake pedals, but it took him a while to find the switch, which is buried just out of sight of the driver.
Under the hood, Taurii can be had with a choice of 3.0 liter V6 engines, a reliable overhead-valve (OHV) motor whose origins date back to the Eighties, and the high-tech 24-valve “Duratec.” We drove the base OHV motor, and have this recommendation: Get the much smoother, 200 horsepower Duratec. The OHV V6 is just a bit underpowered in this 3,336-lb car. It sounds old and labored under acceleration, and freeway on-ramps were a bit of a struggle. Even the salesman thought so, and tried to steer me into the “peppier 24-valve model. This car lacks get up and go, because it’s only a 16-valve,” he pointed out. It took several minutes of arguing with him before I could explain to him that the OHV engine couldn’t possibly be a 16-valve motor, since it had six cylinders (automobile engines generally have two or four valves per cylinder).
Eventually, some crafty demonstrations with a calculator convinced him he was wrong. I didn’t even try to ask the salesman about the car’s underpinnings, although he was happy to show me the tops of the MacPherson struts under hood. Luckily, I already knew that the Taurus features fully independent struts up front and a “Quadralink” independent rear. On the road, it feels a bit more ponderous than the light-footed Accord, but it’s less harsh than the Chevy Malibu, its main domestic competitor. On the freeway, it feels solid and comfortable, just like a family car should. The Taurus doesn’t like to be pushed hard through the corners, and understeers noisily to make this fact known. Anti-lock brakes are optional on low-line models and standard on wagons and high-line cars.
My salesman read the window sticker to me, but admitted he didn’t know much about the Taurus line. It wasn’t a confidence-boosting experience, to say the least. Don’t hold that against the Taurus, though. The Taurus SE model I tested stickered for just $20,308, which compares nicely to cars like Camry and Altima–it’s a bit cheaper, in fact. With the more powerful 24-valve Duratec engine and the higher equipment levels of the SEL or SES models, it’s a match for any of the competition from Japan or America. Ford dealers also have an array of cool aftermarket options like trunk organizers, safety kits, and remote-start key fobs. And remember, Ford’s got over three thousand dealers nationwide, so if you get a bad one like I did, that’s no reason to cross the Taurus off your list.
Specifications:
All specs are for the 2002 Ford Taurus SE, which we tested.
Length: 197.6 in.
Width: 73.0 in.
Height: 56.1 in.
Wheelbase: 108.5 in.
Curb weight: 3336 lb.
Cargo space: 17.0 cu.ft.
Base price: $19,560
Price as tested: $20,308
Engine: 3.0 liter OHV V6
Drivetrain: four-speed automatic, front wheel drive
Horsepower: 155 @ 4900
Torque: 185 @ 3900
Fuel capacity: 18 gal.
Est. mileage: 20/28
2001 Dodge Neon R/T
11045 days
That American icon of the ’60s, the muscle car, is back. It’s true. This story should be familiar: young hot-rodders take the smallest cars in the lineup, beef up the engines, add fancy wheels and paint jobs, and have a grand old time. Before long the manufacturers want in on the game, and out come the factory hot rods, which get progressively wilder as everyone tries to outdo the next guy. Sound familiar? Now, are the main players in this story Ford Fairlanes and Dodge Darts, or Honda Civics?
And now there’s a name common to both hot-rod eras: R/T. Those letters that graced the sides of high-powered Dodge Challengers in the early Seventies can now be seen on high-performance Dakota pickup trucks, Dodge Intrepids, and on this week’s feature, a hot-rodded Dodge Neon. And it’s more than just a trim job, too–under the hood resides a 150-horsepower powerplant.
The Neon was all-new for 2000, but retained its happy face. The evolutionary redesign gave the car a bigger, more tiptoed look, but the familiar round headlights and happy face were retained. The redesign also addressed noise, vibration, and handling issues. Now that the bread-and-butter models have made their debut, Dodge is bringing out the sporty ones. The 2001 Neon R/T offers more grunt for the street, and the upcoming Neon ACR (Automotive Club Racer) is geared toward track performance.
The most aggressive Neon available from Dodge doesn’t hide its light. Sixteen-inch wheels and a big spoiler announce the R/T’s intentions from the first. The Neon’s arched-cat stance is emphasized by the larger wheels, and by large wheel arches. Out back, curved taillights bracket a wide, oval tail. The wheels are a multi-spoked, open style, and look good. A body-colored, slightly larger-toothed grille treatment doesn’t take quite enough of the cuteness out of the Neon’s round-eyed face, though. The Neon seems more likely to coo than to snarl, even though it’s more overtly sporty than a similarly appointed Ford Focus ZTS.
Inside, the updates to the interior are welcome, and put the Neon on a plushness level with competitors from Nissan and Subaru. It lacks the machinelike European precision of a Ford Focus or Volkswagen Golf, but that just makes it seem friendlier at first blush. The seats are comfortable, a nice compromise between heavily bolstered sport seats and long-trip benches. The stereo controls are an ergonomic nightmare; buttons are large enough to push easily, but they’re labeled too small for quick use. Worse, the optional CD changer is located at the bottom of the console, nearly out of sight and convenient for items in the console to bump the buttons. On the plus side, the Neon R/T’s optional leather interior features side airbags.
A dead pedal would be welcome, as well, because the Neon R/T does have the moves to back up its racy face. The Magnum powerplant pulls strongly. It does its best work toward the middle of the tachometer–off-the-line performance seemed less than urgent to us at times. A 150-horsepower 2.0 liter four-cylinder engine sets the pace, and it’s linked to a five-speed manual transmission. The combination works well, although it runs out of steam at the extreme low and high ends of the powerband in a big way. An occasionally bratty clutch led to some embarrassing stalls at traffic lights, but that was as much driver error as it was the car’s fault.
The MacPherson front suspension has been tweaked with stiffer springs and struts, and uprated sway bars. At the rear, the R/T receives a similar treatment. The tightened Neon holds the road well, with some reluctant understeer coming in at the very edge of the Goodyear RS-A tires’ grip. It’s a very forgiving setup, making the R/T a good companion for younger drivers who want to play on the twisty roads but don’t enough experience for more serious performance cars. A Focus ZTS has less horsepower, but will outhandle the Neon R/T without question. Four-wheel disc brakes and standard ABS on the R/T increase the forgivability factor. Traction control is also available.
Unlike its stripped-for-drag racing forebears of the Sixties, the Neon R/T doesn’t skimp on the appointments. Our test car featured a raft of options: full leather interior, side airbags, a sunroof, spoiler, 4-CD changer, traction control, and anti-theft system, and stickered for $18,885. The interior options are also available on the Neon SE, but the R/T’s engine and suspension options are unique.
So, then. Anybody who wants to get into a muscle car war for the new millennium, the glove has been tossed. With competition from Subaru, Nissan, Mazda, and Ford looming on the horizon, the Neon R/T is going to have its sporty little hands full.
Specifications:
All specs are for the 2001 Dodge Neon R/T which we tested.
Length: 174.4 in.
Width: 67.4 in.
Height: 56.0 in
Wheelbase: 105.0 in.
Curb weight: 2559 lb.
Cargo space: 13.1 cu. ft
Base price: $12,715
Price as tested: $18,885
Engine: 2.0 liter SOHC 16-valve four cylinder
Drivetrain: five speed manual, front-wheel drive
Horsepower: 150 @ 6500
Torque: 135 @ 4400
Fuel capacity: 12.5 gal.
Est. mileage: 27/33
6/2009 update: Time has not been kind to the Neon. Dodge’s little happy-face didn’t age well, and quality problems cropped up quickly, resulting in a lot of Neons hitting the used-car lots and falling into the hands of young buyers looking for bargains. The Neon’s fun-to-drive qualities are still there, but it’s hard to find one in good condition, just eight years down the road.
2002 GMC Envoy
01046 days
Thirty years is a long time–well past retirement age for most automobiles. That’s why GMC has replaced the venerable Jimmy nameplate with the all-new Envoy. The new truck has already netted Motor Trend’s SUV of the Year award for 2002, and it’s not hard to see why. The Envoy takes a big step toward separating Chevrolet and GMC in the marketplace. Although its chassis is shared with the new Chevrolet TrailBlazer, the two trucks have distinctly different spheres of influence. While Chevy is going for the rugged crowd, the Envoy is geared at SUV buyers who want to combine luxury and comfort on-road with reasonable off-road ability.
The Envoy is 8.3 inches longer and 6.9 wider than the outgoing Jimmy, and its angular design is more muscular. A deep, squared-off grille carries the GMC logo large and proudly. Flat planes and crisply curved fender flares give the new SUV a muscular, mechanical-thing look similar to that of GMC’s recent show trucks, the Terradyne and Terracross. Stacked headlamps have luxury-car style washers for muddy conditions, and the units themselves are oval, an unusual design quirk. Turn signals mounted in the side mirrors are reminiscent of Mercedes. A brushed aluminum stripe runs the length of the truck, to emphasize the length of the profile. The Envoy is arguably better looking than the heavily-plasticked TrailBlazer.
The Envoy’s wide-consoled, finely-finished interior is a complete departure from the cheap-feeling plastics of the old Jimmy, and the nasty-feeling switchgear of old is a thing of the past. A handsome wood and brushed aluminum console with round vents and a leather shifter boot make it one of the handsomest SUV interiors around. Every touchable surface inside the Envoy (except maybe the windshield) has been rethought. The wheelbase has been lengthened by half a foot over the old design as well; rear-seat passengers will be grateful. Dual-zone climate control is standard equipment; a six-disc in-dash CD changer and rear audio controls are available. The overhead console is spacious and well thought-out. There’s even a Mercedes-like dipping outside mirror, that automatically changes position to give the driver a view of the curb when backing up. Want more? An optional DVD player and folding screen keep the kids and back-seat drivers occupied on long trips.
It may be civilized inside, but under the skin the rugged Envoy is ready to leave those wimpy car-based SUVs in the dust and go to work. The all-new, 270-horsepower Vortec 4200 inline six-cylinder engine is a throwback to the early days of the pickup, before the development of the V8. At the same time, it’s a technological breakthrough. The 24-valve six-cylinder outpowers even the V8s that it competes with, and gets better fuel economy to boot. It’s the first GM truck engine to feature dual overhead camshafts, and in-line configuration ensures that the all-aluminum engine is eerily quiet at idle. Straight sixes are known for producing prodigious torque, and the Vortec 4200 is no exception; the Envoy can tow up to 6400 pounds with the standard integrated towing package. The straight six is also an incredibly smooth motor; the Envoy is almost always relaxed on the road. The four-speed automatic rarely hunts for gears.
The Envoy’s all-wheel drive is standard. The chassis and suspension are all-new as well, and designed for toughness and stability. But any SUV can say that. GMC backs up the claim with a fully boxed, hydroformed frame. Hydroforming is a process in which high-pressure liquid is used to mold the steel, rather than the usual weld-and-bend method. The result is reduced weight and much greater quality control. As a result, the Envoy is built like a bank vault without weighing as much as one, and it’s evident from the driver’s seat. The Envoy feels solid, but it’s not clumsy and ponderous like some large SUVs are. An independent front suspension and a five-link rear with a solid axle provide a strong, smooth ride without sacrificing strength.
Four-wheel ventilated disc brakes with ABS are standard equipment, as are front and side airbags and traction control. And if disaster strikes, GM’s OnStar emergency assist and concierge system is also standard equipment. Like many luxury car manufacturers, GMC provides roadside assistance during the Envoy’s warranty period.
It all adds up to much-needed injection of prestige into GMC’s midsize SUV. Familiar nameplate or not, the Envoy is definitely a standout. Pricing is competitive with the Mercury Mountaineer and Jeep Grand Cherokee. Envoys start at $33,820, and our test vehicle stickered for $34,420.
Specifications:
All specs are for the 2002 GMC Envoy, which we tested.
Length: 191.6 in.
Width: 74.7 in.
Height: 71.9 in.
Wheelbase: 113.0 in.
Cargo space: 80.1 cu.ft.
Engine: 4.2 liter DOHC inline six-cylinder
Drivetrain: four-speed automatic, all wheel drive
Horsepower: 270 @ 6000
Torque: 275 @ 3600
Base price: $33,820
Price as tested: $34,420
Fuel capacity: 18.7 gal.
Est. mileage: 15/21