Fuel Infection
Automotive Reviews
2001 Chrysler Sebring convertible
Jul 9th
Forget the first robin of spring; the real harbingers of warmer days to come are the first convertibles of spring. We certainly had warmer weather on the brain when we drove the new Chrysler Sebring convertible in Michigan not long ago. The handsome new Sebring impressed us with its sense of style and attractive design, but there wasn’t much chance for sun worship, as the clouds rolled in and the snow began to fall.
Determined to defy the weather, we put the top down as soon as the sun broke through the clouds for a few minutes. We cranked the heat, made sure that our ears were covered, and voila! Just like summer!
The new Sebring convertible has just undergone its first major redesign since its introduction. The changes are evolutionary; crisper styling, a slightly larger and more efficient engine, and many little quality and ergonomic nitpicks were addressed. The new droptop is joined in the lineup by coupe and sedan versions.
We weren’t sure if passersby were looking in shock at the car cruising with the top lowered at 40 degrees, or if they were just checking out the Sebring’s new styling. The look is evolutionary, but then the Sebring was a stylish car to begin with. The edges have been sharpened all around, and the winged chrome Chrysler logo floats at the top of a cutout in the nose, just above a wide, equally chromy eggcrate grille. It’s the best use of brightwork we’ve seen in years. The long, low body ends in a narrowed, boatlike tail. The only thing spoiling the overall look was the rather cheap-looking set of wheel covers our test car sported; Sebrings look best with the optional 16″ wheels. All in all it delivers a stylish and cosmopolitan feel. Think of it as “(Your Name Here) In the Big City” styling.
In spite of a light dusting of snow falling into it, we enjoyed the Sebring’s interior. Handsome, chrome-ringed gauges resemble the faces of antique electric clocks. The quality of the plastics used could have been better; it spoiled the illusion that the Sebring was an expensive car. It still looks great, though. There was plenty of space for four passengers, as well–try making four people comfortable in a Mustang or Camaro convertible, and you’ll see why legroom is a good thing. In typical Chrysler fashion the front footwell is very spacious and open, with a low console the only thing intruding on foot room. We found the driving position to be a bit too stretched-out for our liking; it was hard to find a position that didn’t have us reaching for the steering wheel and pedals. Even though the top was down, a good windshield design kept buffeting to a minimum and allowed the front-seat passengers to stay warm. Seatbelts are integrated into the front seats for added comfort. What wasn’t comfortable was the optional CD changer, which is located in the bottom of the console, practically on the floor. It’s hard to see or load CDs into the device, whether you’re driving or not. Best bet: load the changer before leaving home.
Luckily, we were just out for a cruise. The Sebring isn’t fond of being rushed. Its all-aluminum, 200 horsepower engine made its debut in the larger Concorde a couple of years ago and is still tuned for smooth, relaxed operation. The 2.7 liter V6 provides adequate power, but the four-speed AutoStick transmission is a bit stingy about releasing it. Even when using the manual mode to shift it yourself, downshifts are leisurely, and when the power does come on, the Sebring gets a little bit unruly, as torque steer pulls the front wheels left and right.
The Sebring convertible is designed and built as a ragtop, rather than a coupe with the roof hacked off. We noticed a bit of shuddering between the dash and windshield over particularly rough intersections, but that’s a common bugaboo of four-place convertibles. There’s only so much body stiffness available without resorting to an ugly “basket-handle” roll bar, and the Sebring is far too style-conscious to bother with that. With the roof up there’s no buffeting or roaring on the freeway. And yes, the rear window is glass, with a defroster, a luxury that some much more expensive convertibles must go without.
Four-wheel disc brakes are standard. Also of note is the optional “ABS Plus” system, which adds additional programming to the antilock brakes to allow for a degree of yaw and body lean control when braking in corners. Also keeping the wheels on the pavement is a short-long arm front suspension and a multilink independent rear setup. The Sebring is a little bit tighter and crisper-handling than its predecessor, but its forte is still smooth, wide urban streets. The Sebring doesn’t encourage tire-smoking corner romps. Its looks make it an extremely sharp commuter, but maneuvering it through tight parking lots and in heavy traffic can be a bit of a challenge, especially with the top up.
Of course, if open-air motoring isn’t your bag, the Sebring is also available as a hardtop. The coupe has the same high-style at a similarly low price, and seating for four. Our test car was a low-level LX model equipped with the optional AutoStick transmission and CD changer.
Specifications:
All specs are for the 2001 Chrysler Sebring LX convertible, which we tested.
Length: 193.7 in.
Width: 69.4 in.
Height: 55.0 in.
Wheelbase: 106.0 in.
Curb weight: 3489 lb.
Cargo space: 11.3 cu.ft.
Engine: 2.7 liter DOHC 24-valve V6
Drivetrain: four-speed automatic, front wheel drive
Horsepower: 200 @ 5900
Torque: 192 @ 4300
Fuel capacity: 16 gal.
Est. mileage: 20/29
2001 BMW X5 3.0i
Jul 9th
Imagine that you’ve come up with an absolutely foolproof way to teach a polar bear to tap-dance, complete with top hat and tails. It’s a heck of an accomplishment, sure, and everyone’s really impressed. The question is, if you stopped along the way to ask yourself if the effort was worth it, what would the answer be?
Meet the BMW X5, the auto industry’s latest tap-dancing polar bear. Don’t get us wrong, it dances well, and we appreciate the show–it’s just that we can’t help but wonder what, exactly, the point of it is.
The sport-utility market is already so thickly contested and profitable that few heads turned when sports sedan manufacturer BMW announced that it was going to build an SUV as well. Mercedes’ M-Class was fresh on the ground, and where Mercedes goes, BMW tends to also. The X5 arrived in 1999 wearing unmistakable BMW styling and poise. For 2001 a new model is added. At BMW, a new model means a new engine, and the X5 3.0i is no exception. A three-liter V6 gives the X5 a less expensive model, to compete in price with lesser luxo-utes from Land Rover and Mercedes.
At a glance, it’s obvious that the X5 takes design influence from no sources except its stablemates at BMW. The twin-kidney grille and quad round headlamps are unmistakable, as are the character lines running up the hood and down the sides of the truck. The X5 looks like a 5-series wagon scaled up several levels, which is certainly what BMW intended. The tail is sloped rather than squared off, but the taillights are also standard BMW fare, though they aren’t shared with any other cars in the lineup. The X5 sports huge, 17″ wheels which speak to its off-road ability, but it bears too much resemblance to roadgoing BMW sedans to pull off “rugged.” The X5 looks powerful, but not necessarily like it wants to go play in the mud.
After climbing up and into this surprisingly large truck, passengers are treated to the widest console this side of a Hummer, and a broad, flat dash. All of the gauges, radio, and air conditioning controls seem to have been flattened to form as horizontal a line as possible. The gauges could have been yanked directly out of an BMW 7-Series. At night, small red lights hidden in the dash cast handy, unobtrusive ambient light that matches the red-lit dash. The X5 feels incredibly substantial from the firm but comfortable driver’s seat, as if it’s been carved from a single block of metal. Utility? Judging by the split tailgate, which is great for tailgate parties but makes loading even difficult than the very high tail does, carrying things in the X5 is a secondary concern.
There’s no doubt that it’s a BMW from the first twist of the key. The X5 is built like a tank; it feels like an unlikely combination of Lexus RX300 and Wells Fargo armored truck. Power is supplied by a 24-valve V6, with a five-speed transmission (manual is standard, automatic is optional) turning all four wheels. Vehicles weighing over two tons can never be described as “eager” when it comes to acceleration, but the X5 comes close, even with the smaller motor. BMW’s VANOS variable valve timing system spreads the powerband out, making the most of the 3.0 liter’s 225 horses.
And even with all of that weight, it really does dance. The X5 is more confident when attacking a long curve than many cars are. An independent suspension at all four corners is set up similar to that of BMW sedans to keep the X5 poised on those big wheels, and the full-time all-wheel drive. Four-wheel ABS is along for the ride, of course. It takes a dangerously fast maneuver to make the X5 feel top-heavy and unstable. But is it any good off-road? Well, it’s not bad, to be honest. The X5 is equipped with Hill Descent Control and traction control, to keep the tires in line. The tires aren’t made for mud, but they’re not averse to a bit of humping and bumping through the dirt. But the X5 won’t like you for it.
Opting for BMW’s SUV will get you ait conditioning, a five-speed manual transmission and power windows on the list of standard equipment. The 3.0i is the less expensive X5, and sticker prices start at $38,900. That’s competitive with the Mercedes ML320 and Land Rover Discovery, naturally. Our test vehicle was equipped with an automatic transmission, moonroof, and leather interior, which bumped the base price to $43,770.
Okay, so it’s a sports sedan that looks like an SUV. Of course, if you’re after serious off-roading, and have $40,000 to spend, you’d have bought a Land Rover anyway. If you don’t plan to get dirty, enjoy outhandling the other luxo-utes with BMW’s dancing bear.
Specifications:
All specs are for the 2001 BMW X5 3.0i, which we tested.
Length: 183.7 in.
Width: 73.7 in.
Height: 67.5 in.
Wheelbase: 111.0 in.
Curb weight: 4572 lb
Cargo space: 16.1 cu.ft. (seats up); 54.4 cu.ft. (seats folded)
Towing capacity: 5000 lb.
Base price: $38,900
Price as tested: $43,770
Engine: 3.0 liter, DOHC 24-valve inline 6 cylinder
Drivetrain: five-speed automatic, all-wheel drive
Horsepower: 225 @ 5900
Torque: 214 @ 3500
Fuel capacity: 24.6 gal.
Est. mileage: 15/20
6/2009 update: The X5 has been a success for BMW, of course. The second-generation vehicle looks much like the first, for better or for worse, so the layperson won’t be able to tell a new one from a 2001 model at a glance.
2002 Ford Explorer
Jul 9th
The Ford Explorer’s sales success has always been something of an enigma. It’s been the best-selling SUV every year since 1991, but in our tests, we’ve never found it to be the best-handling, the best-equipped, the best-priced, or even particularly fun to drive. We wanted to like the Explorer, but couldn’t bring ourselves to endorse its trucky handling, poor visibility, cramped interior, and high price.
All that has changed, though. For 2002, Ford has introduced a completely redesigned Explorer. It’s wider, and features a new suspension, larger doors, adjustable pedals, increased ground clearance for off-road use, a new four-wheel-drive system, and more. Finally, the new Explorer’s best-seller status just might start to make sense.
For 2002, the Explorer picks up a greater resemblance to its stablemates the Expedition and Excursion. A traditional Ford eggcrate grille dominates the new front end. The lines are more squared off. The look is more flush, and more finished overall, and the crystal headlamps with projector-style lights will soon be featured on other Ford SUVs. Full-width door handles are easy to grab, even with heavy gloves on. The Explorer also gains some styling distance from its twin the Mercury Mountaineer; the two trucks have completely different sheetmetal. The Explorer is two and a half inches wider than the previous model, and the wheelbase has also been lengthened by two inches, although overall length is the same. The longer wheelbase and wider stance contribute to a vastly smoother ride. Under the skin, numerous noise reduction measures have been taken to keep things quiet inside. A new rear window features a lower loading height, and opens with a button on the key fob, rather than the awkward (frequently dirty) handle used previously.
Inside, the cluttered interior that we loved to hate is gone. The console is wide and deep, and the additional body width means more elbow room. The Explorer feels much larger than it used to. Short and tall drivers will be pleased with the adjustable pedals and reverse assist system, which beeps when unseen obstacles are in the path while backing up. Our test truck was also equipped with minvan-style dual air conditioning units, with a rear climate control. It’s necessary; thanks to the longer wheelbase, there’s space for a third row of seats. We crammed eight people into the Explorer for a short trip, and discovered that the third row seat is surprisingly more comfortable than that of big brother Expedition. The second-row seat splits three ways, for a variety of cargo loading options. Both sets of seats flold flat, but unlike a minivan they aren’t removable. On the safety front, the 2002 Explorer is available with side curtain airbags and rollover sensors which deploy the side curtains to prevent passengers from being thrown out should the truck flip.
Engine choices still include a 210-horsepower 4.0 liter V6 and a 240-horsepower 4.6 liter V8. The V6-equipped Explorer we drove was a bit underpowered on the freeway; the V8 is the better (although less economical) choice given the truck’s 4104-pound girth. Ford will also offer the V6 with flexible-fuel capability so it can use clean-burning ethanol blends, but the horsepower remains the same. Mileage isn’t that great, even with the V6–we managed about 15 mpg around town. A frame-mounted Class II hitch receiver is standard, and a towing package with a limited-slip differential will allow the Explorer to pull up to 7300 pounds.
The handling woes of the old Explorer–which wasn’t a particularly stable vehicle even before the big Firestone controversy–have been addressed with an all-new independent rear suspension. The new Explorer feels substantial and stable thanks to its width. The suspension is smoothest on the freeway, of course, but rutted dirt roads are handled with confidence as well. It’ll even climb an eight-inch curb without complaint, but don’t ask how we found that out. Off-road ground clearance is improved through an innovative location of the rear differential inside the frame, rather than below it. This allows the Explorer’s ground clearance to be improved without a substantial increase in ride or step-in height. Ford’s new AdvanceTrac system works with the antilock brakes to detect and control slides. Four-wheel disc brakes are now standard.
The revised Explorer is available in Eddie Bauer, Limited, XLT, and XLS trim levels. We tested a four-wheel drive XLT model, nicely optioned up with handy, wide running boards, a six-disc in-dash CD changer, trailer towing package, and leather interior. It stickered for a rather steep $34,215, but the third row seating and other minivan-like features make it a standout nonetheless.
Specifications:
All specs are for the 2002 Ford Explorer 4×4 XLT
Length: 189.5 in.
Width: 72.1 in.
Height: 71.9 in.
Wheelbase: 113.7 in.
Curb weight: 4104 lb.
Towing capacity: 7300 lb. (V8 4×2)
Cargo space: 46.6 cu.ft. (all seats up)
Engine: 4.0 liter SOHC V6
Drivetrain: four-speed automatic, four-wheel-drive
Horsepower: 210 @ 5250 (V6); 240 @ 4750 (V8)
Torque: 250 @ 4000 (V6); 280 @ 4750 (V8)
Base price: $29,745
Price as tested: $34,215
Fuel capacity: 22.5 gal.
Est. mileage: 15/20