Fuel Infection
Automotive Reviews
2004 Dodge Durango
01016 days
Considering the highly competitive nature of the mid-size sport-utility market, it’s amazing that the Dodge Durango soldiered on for as long as it did. The Durango has survived since its introduction in the mid-1990s with only detail changes thanks to its intermediate sizing and V8 power.
The aging Durango is completely revamped for 2004, and it’s a good time to take notice, because Dodge is applying the same boundary-breaking program to its smaller trucks as it did on the full-size, big-rig-styled Ram pickup. The ’04 Durango is bolder, more powerful, and a lot bigger than its mid-size ranking would have you think. The new truck is surprisingly close in size to the full-size SUVs from Chevrolet and Ford, and it’s refined without sacrificing Dodge’s noted ruggedness.
The new design is heavily influenced by the Ram. There’s a bit of a retro touch to it too, thanks to the aggressive fender flares and separate hood which recall the Dodge Power Wagons of yore. The stacked round taillamps are reminiscent of the Jeep Liberty, but Dodge’s design folks didn’t like having this pointed out. The Durango is tall and wide—over half a foot longer and three inches wider than the old Durango, to be specific. The Durango looks tall and narrow, and the short overhangs front and rear improve off-road handling as well as making this truck easier to pilot around town.
Just as impressive as the new exterior is the new interior. The radically sloped windshield and slick, Euro-inspired control stack are what you’d expect in a nice sedan, not a truck. It’s a far cry from the cheap plastic of the previous Durango. In addition to the nicely modernized dash, Durango offers three-row seating with more room for passengers in the back. Designers added headroom, leg room and hip room, and the second row seats flip and fold easily. Interestingly, we found the cloth seats in the base models to be more comfortable than the leather in the more expensive Durangos. Rear-seat climate controls, thumping subwoofer-equipped sound systems, Sirius satellite radio and a DVD entertainment system are also available. In some configurations the interior is more spacious than that of some full-size SUVs. Knock all of the seats flat and the new Durango will carry 102.4 cubic feet of cargo. The cargo floor is wide and flat enough for the Durango to carry a 48″ sheet of plywood.
V8 power has always been one of the Durango’s selling points. For 2004, the new 5.7 liter HEMI engine is offered in this SUV for the first time. Borrowed from the Ram, the HEMI puts out 330 horsepower, and this grunt raises the Durango’s towing capacity to a pickup-truck-humbling 8950 pounds. It’s an 85-horse boost over the 5.9 V8 that was previously the big gun in the Durango lineup. Our test truck was a Hemi, of course, and it had more than enough grunt to move out with authority. Dodge also offers the Durango in 3.7 liter V6 and 4.7-liter V8 flavors. The V6 is a powerful 210-horse unit, and is the standard engine on two-wheel drive Durangos. It’s the first time a V6 has been offered in Dodge’s mid-size SUV, actually. The 230-hp 4.7 V8 is a carryover from last year. Dodge says that fuel economy has been improved in both V8s as well. All Durangos are offered with a five-speed automatic transmission. For the truck folks, the available four-wheel drive system is equipped for off-roading, with a low range. Also of note is a larger, 27-gallon gas tank, which increases the V6-equipped Durango’s range to 400 miles or so.
Like those of the toughest trucks, the new Durango’s frame is a hydroformed unit, with strong, water-pressure construction. The front frame rails are a patented octagonal design that provides excellent impact absorption in spite of the Durango’s short nose. They’re also replaceable to facilitate quick repairs should the worst happen. The Durango rides on a separate frame and has carlike rack and pinion steering. Traction control and full-time four-wheel drive are available. There’s a solid axle in the back, but Dodge uses a Watt linkage system to reduce axle hop and skate, and coil springs smooth the ride out. Healthy skid plates are included for off-pavement adventures. On the safety front, anti-lock brakes are standard equipment and side-curtain airbags are available.
The new Durango is available in three trim levels: ST, SLT and Limited, with a choice of two- or four-wheel drive across the board. Pricing starts at $26,565 for a two-wheel drive ST, and climbs up to over $35,000 for a well-equipped Limited. Our test truck was an SLT model, which was nicely equipped for a bit under $32,000.
Specifications:
All specs are for the 2004 Dodge Durango SLT, which we tested.
Length: 200.8 in.
Width: 76.0 in.
Height: 74.3 in.
Wheelbase: 119.2 in.
Curb weight: 5076 lb.
Cargo space: 20.1 cu.ft. (all seats up); 102.4 cu.ft. (all seats folded)
Towing capacity: 8700 lb. (4×4)
Base price: $31,590
Engine: 5.7 liter OHV Hemi V8
Drivetrain: five-speed automatic, four-wheel drive
Horsepower: 335 @ 5400
Torque: 370 @ 4200
Fuel capacity: 27 gal.
Est. mileage: 14/19 (est.)
2003 Chrysler Sebring LX
01016 days
Wearing freshened styling for 2003, Chrysler’s Sebring sedan could make you think twice about ever spending more than $25,000 on a family sedan again. At its heart the Sebring is basic transportation, but it’s wrapped in a stylish package and is equally at home in the grocery store parking lot or hitting the clubs downtown.
The Sebring was all-new in 2001, and receives a subtle design upgrade for 2003, with a more elegant nose and a chrome-ringed, low-mounted grille. The car’s low silhouette is similar to that of Chrysler’s full-size sedans, which makes the Sebring seem like a larger car at first glance. The curved roof also imparts a bit of coupe-like sportiness, so the Sebring can be a family car without looking like one.
The interior splits the difference between “family car” and “luxury car” nicely. It’s handsomely designed, with handsome Chrysler badges and black-on-cream gauges. A low console and lots of window space give the impression of lots of legroom front and rear, and the cloth seats are befitting a sub-$25,000 car without feeling cheap. We found the seats to be a little bit too low for comfortable long-distance travel, but shorter drivers will appreciate them–as well as the Sebring’s excellent forward visibility. The Sebring LX we test-drove is a well-equipped package, with standard equipment including air conditioning, 16″ wheels, cruise control and a CD player. The folding rear seat provides more than enough space for a weekend trip. One gripe; our test Sebring’s anti-theft system was triggered several times for no apparent reason, causing the horn to honk wildly as we attempted to lock or unlock the doors with the key fob.
The 2.4 liter DOHC four-cylinder engine provides adequate and smooth power. 150 horsepower is plenty to move the 3200-lb Sebring. It’s no rocketship, but then it’s not supposed to be. A bigger 2.7 liter V6 with flex-fuel capability is also offered, but we never found ourselves wishing for it during our test drive. The four-cylinder will cruise cheerfully at 70, and return 30-mpg fuel economy while it does so. The four-speed automatic transmission is standard equipment, and goes about its business without complaint. It’s geared for commuting rather than stoplight drag races.
The fully independent suspension handles even the infamously bad roads in Detroit, Michigan without complaint. Double-wishbone geometry is used up front, with a multi-link rear. The Sebring rides low to keep wallowing to a minimum, but it’s not harsh over big bumps either. If anything, the feel is very ordinary when prowling the suburbs, and that’s a good thing. Ford’s Taurus and Toyota’s Camry have become mid-size sales heroes by feeling “ordinary.”
Sebring buyers are often shopping for the family, so it’s important to mention that the Sebring received a five-star frontal impact crash rating by the National Highway Traffic Safety Administration (NHTSA). Rollover resistance got similarly high marks. Side-curtain airbags are optional on the Sebring, as are anti-lock brakes.
We were more than pleased with the Sebring’s manners around town and on the freeway. It acquits itself well when it comes to the bottom line, as well, with a low base price of $18,095. Our LX test car featured the nice wheels that are part of the LX package, side airbags and a power driver’s seat, and stickered for $20,050. The Sebring is a family-friendly car at a family friendly-price.
Specificatioons:
All specs are for the 2003 Chrysler Sebring LX, which we tested.
Length: 190.7 in.
Width: 70.6 in.
Height: 54.9 in.
Wheelbase: 108.0 in.
Curb weight: 3201 lb. (est.)
Cargo space: 16 cu.ft.
Base price: $18,095
Price as tested: $20,050
Engine: 2.4 liter 16-valve DOHC inline four-cylinder
Drivetrain: four-speed automatic, front-wheel drive
Horsepower: 150 @ 5200
Torque: 167 @ 4000
Fuel capacity: 16.0 gal.
Est. mileage: 22/30
2009 smart fortwo passion coupe
01016 days
Since the stubby little things first hit U.S. streets just over a year ago, I’ve heard the same question over and over again: “Have you driven a smart car yet?” And I had to reply that no, I hadn’t. The waiting list for media test drives was almost as long as the waiting list to purchase the actual cars. Now, however, the moment of truth has arrived, and I’ve taken to the streets in a smart passion coupe.
So what do I think?
Well, like so many automotive decisions these days, it boils down to style. If you’re smitten by the smart’s carnival-ride styling and the prospect of being able to park in the smallest spots you can find, the smart coupe is for you. If you’re looking for a truly pragmatic way to save fuel on your commute, there are better alternatives.
That’s not to say the smart isn’t economical. The EPA rates it at 33 in the city and 41 on the highway. This economy comes courtesy of a 70 horsepower, 1.0-liter three-cylinder engine and exceptionally light weight. The engine is rear-mounted, just ahead of the rear axle. A surprisingly industrial engine note makes the smart sound not unlike a tiny FedEx delivery truck when underway. The smart’s transmission is a five-speed “automated manual” gearbox. As the little engine grumbles along, the smart shifts like it’s still learning to drive a stick; the leisurely up- and downshifts are great for fuel economy, but not particularly smooth. Acceleration is leisurely, and the smart will eventually get up to freeway speeds but it’s not particularly happy there. The car’s extreme light weight works against it at high speeds, where crosswinds can lead to spooky handling.
At lower speeds, the fortwo is delightful to maneuver. You’re practically sitting on the rear wheels, so parking lots and tight urban spaces are navigated with ridiculous ease. The suspension uses MacPherson struts in the front and a DeDion axle mounted with coil springs at the rear. Electronic stability control and anti-lock brakes are standard.
So, with all that said, the smart is, in fact, a real car, albeit a somewhat crude one. Vehicles like the Honda Fit, Toyota Yaris and Nissan Versa come close to matching the smart’s accomplishments, and offer four doors, five-passenger seating, and a great deal more cargo space.
There’s one thing you won’t get from any other car, however, and that’s the smart’s adorable packaging. Designed around the idea that the average commuter spends the majority of his or her time as the vehicle’s sole occupant, the smart has been penned with single-person occupancy in mind. Rather than create a featureless road pod, however, the smart’s got style. The two-tone exterior styling emphasizes the car’s safety-cage structure, with high-strength steel visible and accented by colored dent-resistant plastic body panels. The wheels are pushed out to the corners–they can’t help but be–and the nearly vertical rear end features four distinct taillamps and a gently sloped rear window. The smart’s face seems to grin, as if the car itself were amused at the way it looks. Hardtop and convertible versions are available; the coupe is available with a panoramic roof made of clear polycarbonate. If you live near a college town, let the inebriated pranksters know that the smart weighs in at a surprising 1800 pounds. This way, they won’t injure themselves attempting to carry it off, a fate that befell many a Lilliputian Fiat 500 and BMW Isetta in the 1960s.
In spite of the looks, the smart is not a regular car that’s been shrunken down to child’s size. Think of it as a regular-sized car with everything but the front seats removed, and you’re a bit closer to the truth of the interior. There’s plenty of room inside the smart, and delicate styling coupled with large windows and a high roof makes it feel even airier. The passenger seat is mounted six inches farther back, for additional legroom on that side, and folds flat for cargo carrying. With both seats up, the trunk will hold about 7.8 cubic feet of cargo–a few grocery bags or an overnight bag. There’s more storage space in nets in the doors and inside the bottom section of the two-piece tailgate. The interior quirk doesn’t come so much from the smart’s size as it does from the styling; the dash is covered in cloth, rather than cheap-looking plastic, and the auxiliary gauges are mounted in eyeball-like stalks on the das. The key is located in the center console, Saab-style.
What about safety? What’ll happen if your smart gets creamed by a Chevy Suburban? Based on two-vehicle crash tests that Mercedes has done, it’ll bounce off and go tumbling over and over like a die in a back-alley craps game. Fortunately, smart passengers stand a good chance of coming up with sevens, despite the wild ride a crash with a larger vehicle will send them on. With ten years of real-world development under its belt already, the smart knows how to protect its passengers. The body is one big safety cage, with most of the exterior features–including the front wheels–engineered in as crumple zones to keep the passenger cell intact. The smart also sits about eight inches higher than the average passenger car, so many impacts strike below the passengers rather than at shoulder level. Smart has added 2.5 inches to the “crash box” to compensate for the larger vehicles in the U.S., and the engine and fuel tank have been designed so that they won’t penetrate the passenger compartment in an accident. Front and side airbags are standard.
In the end, this is what I think: the smart is an adorable and extremely economical, but also very rudimentary car. For that, it’s also rather expensive. Prices start at $13,590 for the fortwo passion coupe, and my tester stickered for $14,980. It’s hard to ignore the fact that that kind of money will buy a number of much larger and more comfortable vehicles. If the smart calls to you and you want one, by all means, get it and love it, but if you’re just looking to save gas, there are more satisfying ways to do it.
Specifications: All specs are for the 2009 smart passion coupe
Length: 106.1 in.
Width: 61.4 in.
Height: 60.7 in.
Wheelbase: 73.5 in.
Curb weight: 1808 lb.
Cargo space: 7.8 cu.ft.
Base price: $13,590
Price as tested: $14,980
Engine: 1.0 liter 12-valve inline three-cylinder
Drivetrain: five-speed automated manual, rear-wheel drive
Horsepower: 70 @ 5800
Torque: 68 @ 4500
Fuel capacity: 8.7 gal.
Est. mileage: 33/41