Automotive Reviews
Posts tagged sedan
2009 Chevrolet Malibu
01304 days
You’ve seen all of the hype, and the North American Car of the Year awards, and all of the praise coming from the automotive press. You’re fully aware that the new Chevrolet Malibu is no longer your grandfather’s cheap rental car. Thanks to a ground-up redesign, the Malibu single-handedly gives hope that the American auto industry ain’t dead yet, and is in fact healthier than it’s been in years.
And even though you know all of that already, be prepared to be blown away. The new Malibu’s really that good. The Malibu’s “new face of Chevrolet” may seem like the third or fourth new face the brand has had in years, but it makes an impression thanks to stellar build quality, a world-class interior, and road manners that don’t scream “rental car.” A new hybrid-electric model also debuts for ’09.
A deep grille with a Chevy horizontal bar and bowtie lead the way and dominate the front aspect. The Malibu’s front bumper blends neatly into the body for a smooth, show-car look. The greenhouse is larger than before, but lower as well, giving the Malibu a sportier side aspect. At the rear, twin round taillamps continue the easily recognized theme that’s marked Chevrolets for a decade or so. My test car was painted a handsome hue Chevrolet calls Imperial Blue. The color was nice, but the quality of the paint was even more so. With precise, narrow panel gaps, this Malibu doesn’t feel indifferently built.
The interior’s laid out in a twin-cockpit style and full of innovative, clever cubbies. The Malibu’s seats are comfortable, and the blue-backlit dash feels like it came out of a more expensive car–but not like it was cribbed from a Buick or a Cadillac. The Malibu’s crowning achievement is that it manages all of this upscale feeling without losing its essential Chevrolet-ness. This is still a car that the masses can afford; it just knows how to treat ‘em a little better. An available two-tone interior offers elegant-sounding color combinations like “ebony and brick” or “cocoa and cashmere,” and ups the luxury quotient considerably, as do the subtle ambient lights in the door handle pockets and overhead console. Head-curtain side airbags and XM satellite radio are standard equipment. Luxury-car touches like a rear-window sunshade are available.
On the road, the Malibu is quiet and reserved. Part of the reason’s hidden beneath the skin; Chevrolet makes extensive use of spray-on sound deadeners, laminated steel and rattle-absorbing “quiet glass” in the doors.
The ride is comfortable bordering on dull, like a good family sedan’s should be. MacPherson struts are used up front, and a multi-link layout at the rear; it’s a conventional layout that offers predictable handling slightly above par thanks to the Malibu’s strong, stiff unibody. Lightweight aluminum components are used at all four corners to reduce unsprung weight and improve handling response. StabiliTrak stability control is standard across the board. Four-cylinder Malibus use an electronic power steering system to further enhance fuel efficiency.
A 169 horsepower 2.4 liter four-cylinder engine is standard equipment, and when hooked up to the six-speed automatic transmission the Malibu returns impressive fuel economy ratings of 22 city/33 highway. That silky-smooth transmission is at its best when hooked up to the 252-horse 3.6 liter V6. Both engines use variable valve timing to reduce fuel consumption. As is usually the case, the more entertaining performance offered by the V6 comes at a fuel economy cost; I drove the four-cylinder and found it to be an acceptable compromise between outright horsepower and fuel efficiency. The four-cylinder Malibu’s no neck-snapper when it comes to off-the-line acceleration, but it is comfortably above average.
Will the Malibu silence those voices insisting that Chevrolet and its parent General Motors are on the way out? Probably not. But this vehicle is strong evidence that there’s life yet in the world’s largest car corporation, in spite of the unfriendly economic climate. And if there’s one thing the Malibu is sympathetic to, it’s tough financial times. With a base price of $21,395, the Malibu is one of the more affordable cars in its class. My tester was a Malibu LTZ, with a starting price of $26,795 and an as-equipped price of $26,620, after the credit for the four-cylinder engine.
Specifications:
All specs are for the 2009 Chevrolet Malibu.
Length: 191.8 in.
Width: 70.3 in.
Height: 57.1 in.
Wheelbase: 112.3 in.
Curb weight: 3649 lb.
Cargo space: 15.1 cu.ft.
Base price: $26,795
Price as tested: $26,620
Engine: 2.4 liter DOHC inline four-cylinder
Drivetrain: six-speed automatic transmission, front-wheel drive
Horsepower: 169 @ 6400
Torque: 160 @ 4500
Fuel capacity: 16.3 gal.
2009 Toyota Corolla
11304 days
It’s a safe bet to assume that the Toyota Corolla is a very popular car among people who are fond of safe bets. The Corolla isn’t for gamblers or risk-takers. It is not the chariot for people who push envelopes and break paradigms. No, the newly redesigned Corolla’s destiny is to be a calm, predictable oasis in a tumultuous and chaotic commute.
Improvements over previous Corolla include better materials, a larger and quieter interior, and a slightly less bland design. Perhaps I’d better revise that “slightly,” in fact. It seems that many compact buyers have been awaiting the arrival of the new Corolla with some interest. My drive in the 2009 Corolla marked the first time that I was ever stopped with questions about an economy car.
The new design is evolutionary, but seems to catch the eye of people who know what they’re looking for. The silhouette and proportions haven’t changed that much–less than an inch in all of the dimensions that matter–and with about three million Corollas on the road it’s not hard to recognize the ’08 model as a member of that family. Subtle changes like an expanded greenhouse and more steeply raked windshield and rear glass give the new Corolla a larger side profile and a chunky aspect. The revised silhouette comes off as a pleasantly downscaled version of the Camry’s design. The headlamps units are larger, and the wide, fish-mouth grille opening is shared with the rest of Toyota’s car lineup. The sportier Corolla S gets the usual spiky ground effects and blackout trim, as well as an available decklid spoiler. The new windshield surround and even the windshield itself are designed to reduce wind noise, as well, resulting in a quiet ride.
Did I mention the quiet ride? Interior noise levels are negligible even at freeway speeds; the Corolla does a convincing luxury-car imitation when it comes to aural comfort. The rest of the cabin has benefited from improvement as well. The Corolla’s tall chairs make comfortable seating for up to four, or five in a pinch. The dash is clean and plainly laid out. There’s no reason for an excess of style in a nice predictable ride like the Corolla, so Toyota focuses on doing the basics well. The instrument panel and center stack are easy to navigate and use. The dash and door panels sweep together nicely, and cubbies in the console and instrument panel are in place to capture cell phones and other small items. Big-car options like heated side mirrors and a navigation system are available. Customers who want their Corollas prettied up can choose the available woodgrain trim, “Optitron” gauge lighting and a moonroof.
With a MacPherson strut front suspension and torsion-beam rear, the Corolla is happiest on surface streets. Our S model felt wound-up when keeping up with Detroit’s aggressive freeway traffic, and the 205-series tires had a tendency to wander on grooved or uneven pavement. The slightly spooky handling was not particularly welcome in a car this small! The standard anti-lock brakes with available traction control were welcome. Kept at slower speeds and around town, however, the Corolla is a champ, with nimble electronic power steering and the aforementioned fantastically quiet ride. The Corolla XRS gets sportier suspension appointments, with a strut tower brace, standard vehicle stability control and 17-inch wheels.
What’s going to attract many Corolla buyers is the fuel economy, of curse. With gas prices still on the rise, the available 1.8 liter and 2.4 liter four-cylinder power plants are sure to ensure you can afford to get where you need to go. The 132 horsepower 1.8 is all-new, and features dual overhead cam construction, Toyota’s VVT-i variable valve timing and low-friction internal components for improved efficiency. A choice of five-speed manual or four-speed automatic transmissions is available. The sportier Corolla XRS gets a more powerful 158-horse 2.4 and an available five-speed automatic. Front wheel drive is standard across the board. I drove the smaller 1.8, and its 132 horses are more than enough to get the Corolla up to speed on surface streets. Out on the freeway the Corolla feels like it’s out of its element somewhat; while it will keep up with freeway traffic, the engine is reluctant to accelerate quickly and doesn’t sound happy at higher revs.
It ain’t particularly sexy, but the Corolla is a reliable choice in an uncertain world, and that’s exactly what many buyers are looking for. With its impressively quiet ride, efficient powertrain and comfortable interior, the new Corolla brings Point A and Point B closer with ease. Pricing for the Corolla starts at $15,250. Our nicely-equipped Corolla S stickered for $19,295.
Specifications:
All specs are for the 2009 Toyota Corolla
Base price: $17,150
Price as tested: $19,295
Engine: 1.8 liter DOHC 16-valve four-cylinder engine
Drivetrain: four-speed automatic transmission, front-wheel drive
Horsepower: 132 hp @ 6,000 rpm
Torque: 128 lb-ft @ 4,400 rpm
Est. mileage: 27/35
2007 Bentley Continental Flying Spur
01390 days
Odds are, you’re not in the market for one of these cars.
Not that I’m implying you can’t afford a Bentley if you wanted one, of course. It’s just that the Bentley Continental Flying Spur operates in a very rarefied segment of the market, and the folks who are thinking about buying one are familiar enough with ‘em already.
Of course, that doesn’t mean that I’m going to pass up my chance to see what the fuss is all about. The Continental Flying Spur fits into Bentley’s lineup as the “entry-level” sedan, assuming you can use that term to define a $194,000 car. It’s less pricey than the products from Bentley’s traditional competition over at Rolls-Royce and Maybach (the Bentley Arnage is the high-dollar sedan that does battle with those storied nameplates). The Continental Flying Spur brings Bentley’s hand-built magnificence and luxury-sporting heritage to the upper-echelon sports sedan market.
This same paradox of a more affordable, super-premium car has served Bentley well. The Continental GT hit the streets in 2004 and has since become one of the brand’s most recognizable products. Designed at the same time as the coupe version, the Continental Flying Spur is effectively a four-door version of that coupe, and shares the Continental GT’s distinctive look. Flush-mounted quad headlights and chrome crosshatch grille give the bumper-less front end a modern, streamlined face; the high waistline emphasizes the car’s size and solidity. The heavy C-pillar is streamlined and inspired by classic Bentleys. 19″ wheels are standard, and look just right under the massive body.
The smooth and modern exterior contrasts with the interior, which strongly resembles that of classic Bentleys. Atmosphere is everything, of course; thick wood trim and chrome-ringed individual gauges are part of the Bentley atmosphere. Most of the Continental Flying Spur’ amenities–leather, navigation system, rain-sensing wipers, power trunk lid, heated and cooled seats, even the indirect LED “mood” lighting–can be found in other luxury cars. What gives this car a right to its six-figure price tag is the way it feels. The Continental Flying Spur is built by hand, and it feels like a finely tuned piece of equipment. The leather is hand-stitched, and the wood can be hand-selected should you choose to lay down your cash for one. The Continental Flying Spur is designed to be a high-speed, rolling boardroom, and it feels the part. The big Barcalounger-like seats and doors are upholstered in old-school pleated leather, and the glass is double-paned for maximum isolation from the outside world. On the road it’s preternaturally quiet.
Five-passenger seating is standard; there’s also a four-passenger version with a large console and ancillary controls in the center. Our Continental Flying Spur even featured a champagne refrigerator between the rear seats.
Bentleys have always been performance cars, and in spite of its size, the Continental Flying Spur is definitely that. There’s a 6.0 liter, twin-turbocharged twelve-cylinder engine under the hood, twisting out 552 effortless horsepower. Four-cam, 48-valve construction and variable valve timing ensure relatively efficient operation and boost power delivery. Bentley’s signature quality is torque, and the Continental Flying Spur produces it in a single, massive wave that never seems to end. Where other cars–even many performance cars–run out of steam, somewhere in triple digits, the 6.0 W12 is still pulling, and pulling hard. Attempting to reach the Continental Flying Spur’ limits on public roads is suicidal.
It feels solid on the road, like a three-ton car should. The Continental Flying Spur is massive without being ponderous. It’s also geared to launch like a cannon. The six-speed automatic transmission can be shifted manually with paddles on the steering wheel and is tough enough to handle having 479 foot-pounds of torque dumped into it, and shifts smoothly. It’s top-end biased, with stronger acceleration in the higher gears than down low. All-wheel drive is standard as well, and makes for stable acceleration as well as excellent bad-weather stability. Not that you’d take your Continental Flying Spur out in bad weather.
The self-levelling air suspension can be adjusted for height and stiffness. The Continental Flying Spur rides like a luxury car should, using a four-link independent front suspension with a trapezoidal multi-link rear. Unsprung weight is reduced by the use of aluminum subframes and suspension components. There’s a bit of tautness to the ride, courtesy of the low-profile 275/40 R19 tires. There’s stiffness from the suspension, but not a hint of noise. The suspension’s reflexes are up to the task of making this massive sedan (it’s only a couple of inches shorter than a Chevrolet Suburban) feel like it’s riding on rails. Even at high speeds, the Continental Flying Spur responds quickly to commands. Since it’s capable of ludicrous speeds, it’s blessed with equally impressive brakes as well. The front brakes are among the biggest on any car, anywhere. This means that it’s not hard to haul the big Bentley to a stop after you’ve been going twice the speed limit.
At this price range, a vehicle must necessarily be more than the sum of its parts. There’s only so much that a car can do, from an objective standpoint. The Bentley succeeds, though–it’s clearly a special vehicle in the eyes of everyone who sees it, and while on paper its amenities look to be the same as what you’d find in a Mercedes S-Class or Lexus LS460, the Continental Flying Spur’s hand-built feel and unique interior appointments clearly set it apart. The shattering performance doesn’t hurt, either. The base price of $169,990 truly doesn’t feel wasted. Even with the Mulliner driving specification and additional options in my test car–champagne cooler, heated steering wheels, special stitching and more–the final sticker of $194,185 still seems to be reasonable. And to make a six-figure price tag seem “reasonable,” you’re talking about a special piece of machinery indeed.
Specifications:
All specs are for the 2007 Bentley Continental Flying Spur
Length: 208.9 in.
Width: 75.4 in.
Height: 58.2 in.
Wheelbase: 120.7 in.
Curb weight: 5456 lb.
Cargo space: 16.7 cu.ft.
Base price: $169,990
Price as tested: $194,185
Engine: 6.0 liter twin-turbocharged W12
Drivetrain: six-speed automatic transmission, all-wheel drive
Horsepower: 552 @ 6100
Torque: 479 @ 1600
Fuel capacity: 23.8 gal.
Est. mileage: 11/18