Vancouver Auto Info

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Kyle's Formula 1 Blog It’s that time of year again when the drama that is F1 moves into the home straight, and that inevitably means the time has come for some drivers to jump from sinking ships and teams to shed excess fat. Yes it’s time to predict who’s going where and what......

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More About Mercedes-Benz E55 AMG

Okay, so the horsepower’s only 469. But the torque is up to 516!

Hard to believe, but no longer is a mere 349 horsepower de rigueur for a Mercedes E55 AMG. The company has decided nothing less than the supercharged V-8 of the ridiculously powerful SL55 AMG will do the job of intimidating the Teutonic heavy-metal opposition.

Just five years ago, about 350 horses established you as a credible tarmac-burning player. The BMW M5 raised the bar to 349, only to be recently overtaken by the twin-turbo Audi RS 6 with 450. Now its Mercedes’ turn to scorch the rankings.

This most powerful E55 AMG ever, due in the U.S. in May, gets 34 percent more power and an extra 32 percent of pound-feet over the old, naturally aspirated, once seriously fast E55. It’s enough grant to qualify this E55 as the quickest production sedan in the world. We estimate it will rip to 60 mph in 4.5 seconds, 0.1 second ahead of Audi’s claim for the RS 6 and 0.2 second quicker than the M5. And the rate of forward motion doesn’t slacken as the estimated 10.5 seconds to 100 mph suggests. All this with an automatic transmission, although you can shift gears manually using buttons behind the steering wheel. And get this: Assisted by an IHI belt-driven screw supercharger that spins at 23,000 rpm to a maximum pressure of 11.6 psi, the 5.4-liter V-8 produces a monstrous 516 pound-feet.

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Mercedes-Benz E55 AMG

A word of explanation is needed here. The V-8 in the E55 is not exactly the same as the one in the SL55 AMG. Expect to be confused. At its launch, the SL55 produced the same figures as the E55. Then AMG found that 469 horsepower was at the very low end of the engine’s tolerances. So it had the V-8 that’s in the SL55 recertified at 493 horsepower. Now AMG admits that, due to differences in the induction geometry between the SL55 and E55 and the E55’s longer exhaust system, the E55 produces less horsepower. That longer exhaust system may account for the more subdued, less dominant, but still potent exhaust waffle that’s close to perfect for the sedan. Neither of which, apparently, makes any difference to the torque output. The E55 does have a slightly taller final-drive ratio than the SL55 (2.65 versus 2.82 for the sports car), but since the E55 weighs about 500 pounds less, we think it will be the quicker of the two.

Behind the wheel, it’s impossible not to play rally driver with this car. At least some of the time. Shift time is 35 percent quicker than a regular Mercedes automatic, and roughness increases by a similar amount. But because the tranny is adaptive, it quickly learns when the driver has backed off and then seemingly skims through the gears. You choose between sport and comfort modes (the latter replaces the old winter setting to provide second-gear starts).

It rained hard all day during our first outing in the E55. In the old 500E – Mercedes’ first supersedan – our day would have been punctuated by slipping and sliding. Yet driven fairly hard (as our 11-mpg average attests), the rear-drive E55 rarely stepped out of line, only the occasional flashing of the high-threshold electronic-stability-program warning light indicating a break in adhesion. Switch off the ESP, and you can light up the tires at will, and power oversteer becomes the norm. Yet the big heavy E55 remains remarkably controllable and agile and is still capable of generating plenty of understeer-biased cornering forces on wet roads, even if it lacks the massive security of the RS 6. Its quick (2.75 turns lock-to-lock) speed sensitive steering has more fuel and fluency and is beautifully weighted. Mercedes’ air suspension also endows a far better – even cosseting – ride than the Audi, provided you ignore the hardest of the three damper -and spring settings, which relays every small bump and irregularity in the road. Stability is impressive, at least up to 125 mph, and we can tell you that the rain management of the body and wipers is terrific. The brakes, from the SL55 AMG, are electro-hydraulic, as in all new E-class cars, and immensely powerful, but they require a sensitive touch for smooth modulation as the car comes to a halt.

The E55 interior is superbly equipped, spacious, and comfortable (apart from the ridiculously short receiving end of the seatbelts) if not quite as exquisitely built as an RS 6.

It’s another super-refined, super-subtle, supersedan from AMG. Except maybe this time the lack of visual distinctiveness is too discreet. There are the AMG three- section air inlets in the lower bumper, 18-inch alloys wearing suitably broad 245/40 and 265/35 rubber, and four oval chrome exhaust pipes. But the body would benefit from more macho massaging, especially for a car that will cost about $88,000.

It’s inevitable that one day there will be quicker sedans than the E55 AMG. But we can wonder if any will possess the same balance of refinement, poise, and performance that makes the E55 so brilliantly complete.

MERCEDES-BENZ E55 AMG

Vehicle type: front-engine, rear-wheel-drive, S-passenger, 4-door sedan

Estimated base pdce: $88,000

Engine type: supercharged and intercooled SOHC 24-

valve V-8, aluminum block and heads,

Bosch Motrommic ME2.8.1 engine-control

system with port fuel injection

Displacement 332 c in, 6439cc

Power (SAE net) 469 bhp @6100rpm

Torque (SAE net) 516 b-ft @2650 rpm

Transmission S-speed automatic with lockup

torque converter

Wheelbase 1 12.4 in

Length 190.9 in

Width 71.7 in

Height 50.9 in

Curb weight 3900 lb

CID-estlmated perfomiance:

Zero to 60 mph 4.6 sec

Zero to 100 mph 10.6 sec

Standing /4-mile 12.4 sec

Top speed (governor limited) 156 mph

Projected fuel economy:

EPA city driving 14 mpg

EPA highway driving 20 mpg

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More About V-8 Mountaineer

The truck arrived at our Ann Arbor offices in June 2001, and the logbook soon had plenty of positive remarks about the torquey all-aluminum V-8. Most felt power was more than adequate, offering enough juice for brisk highway travel and passing on mountain roads. When asked to tow a ton or more, the engine obliged without complaint.

The five-speed automatic, on the other hand, did not receive such glowing remarks. At 11,000 miles, tech editor Robinson complained of “a hammering jolt through the drive train when dropping out of overdrive.” Others noted that upshifts were often abrupt and downshifts were rather lumpy when slowing to a stop.

The Mountaineer earned praise for its straight-line stability and firm but well-damped ride that most thought was “not too trucky.” It’s a big improvement over both the past live-axle Mountaineer and the slightly stiffer-legged Explorer. The fully independent suspension paid dividends, as did the rack-and-pinion steering, which was praised for its low effort and responsiveness.

There were other complaints. The radio layout was graded poorly. The HVAC system received low scores for its difficult manual operation, inability to find and maintain a desired temp, and weak defroster. A couple of editors groused about uncomfortable seats that were unfriendly on the glutes and backs; a big liftgate that when raised was unreasonably high and required too much effort to pull down.

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Cash For Clunkers Program Gets An Extra $2 Billion, Fails Miserably The popular but ill-fated Cash For Clunkers program got a much-needed cash infusion in the face of significant criticism (including my own) today, with the Senate approving an additional $2 billion for the program, bringing hope to an American public aching to trade in their clunkers for cash. This amounts......
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Mercury Mountaineer AWD V-8

Good looks, good improvements, and good reliability make the Mountaineer damn good. So why does the Explorer outsell it?

Before the Mountaineer arrived in 1996 as a ‘97 model, Mercury had zip on the SUV shelf. Executives there complained that not having one was costing the division customers on the showroom floor. So Ford relented and gave its neglected upmarket cousin an Explorer fitted with Mercury badges, a comblike chrome grille, and restyled bumpers. It was a sure thing, right? How were people to resist those alluring add-ons?

Somehow they did, and Mercury dealers saw their long-awaited Mountaineer sell at a snail’s pace compared with the Explorer.

So when FoMoCo redesigned the Explorer and Mountaineer for 2002, it got more serious about differentiating the two. Instead of just rebadging an Explorer, Mercury designers actually did some work. The Mountaineer got a stylishly bold and machined look, compared with the Explorer’s conservative and, by then, well-known appearance. Finally, the two looked different.

There were differences under the skin, too. Both received unique shock valving and tires, and the Mountaineer got sole use of a full-time all-wheel-drive system. And each received a different interior, with the Mercury’s reflecting its futuristic exterior with lots of aluminum like trim and white-face gauges.

Differences aside, there’s no denying the vehicles’ strong relationship – they still share chassis, powertrains, and just about every other major component. They also share major improvements over their predecessors, including a fully boxed frame, an independent rear suspension, three-row seating, rack-and-pining steering, a new V-8 engine, and a five-speed automatic transmission.

So we acquired a Mountaineer in the summer of 2001 for a long-term test. The Mountaineer had everything an Explorer has, plus an all-wheel-drive system with no low range, an ideal feature to test during a Michigan winter. We liked the techno-styling, and we were curious to see if we’d still like it after 40,000 miles.

The base price of our all-wheel-drive Mountaineer ($31,210) was increased $695 with our choice of the optional 4.6-liter V-6. The Luxury Group ($1685) added dual-zone automatic climate control, premium wheels, and a two-tone leather interior. The Convenience Group ($475) added a pair of lighted mirrors on the visors, a HomeLink system for opening the garage, and automatic headlights. To ease getting in and out, we opted for the running boards ($395), and to help us avoid unpleasant encounters with shopping carts, trees, and narcoleptic cows, we signed up for the reverse-sensing system ($255). Well, what the hell , we went all the way and added the towing package ($395), side-curtain airbags ($495), and a power sunroof ($800). An audiophile audio system ($690) rounded out the options. Our tab for the Mountaineer had ballooned to $37,095.

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More Test Findings: Chevrolet Aveo

Tested Vehicle

Highs: Turning circle

Lows: Acceleration, agility, ride, noise, driving position, front-seat comfort, fit and finish, fuel economy, reliability.

Trim Line LT Sedan

Drivetrain 103-hp, 1.6-liter four-cylinder; four-speed automatic transmission

Major options Automatic transmission, ABS, rear spoiler

Tested price $16,205

Braking: very good, with short, straight stops.

Headlights: low beams provide fair intensity and distance. High beams give much better distance, but intensity does not improve.

Access: easy access through tall front doors. Limited room and high sills make rear access more difficult.

Visibility: good, with a large glass area, but thick windshield pillars. Large head restraints block some of the rear view.

Cabin storage: limited, with a moderate-sized glove box and front-door map pockets. No center console compartment.

Head restraints: front restraints are tall enough at lowest settings. Adjustable rear restraints must be raised to provide protection. No center-rear restraint.

Child seats: rear-facing seats should prove secure in the rear out-board seats. Child seats in the center position might block access to outboard safety belts.

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Chevrolet Aveo

Recent upgrades to the South Korean built Aveo haven’t made it competitive in its class of subcompacts that includes the Honda Fit and Toyota Yaris. It suffers from a stiff ride, uncomfortable seats, a noisy cabin, clumsy handling, and slow acceleration. Its 25 mpg overall fuel economy is disappointing for such a small and slow car. But at least the Aveo features a relatively easy access, decent trunk space, and a tight turning circle. Reliability has been below average.

Handling, Ride, and Powertrain

The ride is jittery and bumps are felt as stiff impacts. On the highway, road imperfections are more noticeable than in other small cars. Road and engine noise are constant, and wind noise is pronounced at speed. With numb steering and pronounced body lean in corners, the Aveo lacks agility.

At our test track, the Aveo reached its handling limits, it initially plowed forward, but then would abruptly slide the rear tires sideways. which took some skill to control. Despite its clumsiness, the Aveo’s small size helped it post a decent speed in our avoidance maneuver. Electronic stability control is not available.

With its 103-hp, 1.6-liter four-cylinder engine matched with a four-speed automatic transmission, the Aveo is neither as smooth nor as quick as many competitors. That would be OK if it provided excellent fuel economy, but it’s no better than most of the larger compact cars. The transmission shifts smoothly enough, but is not particularly responsive. there is no in-dash gear display.

Inside the Cabin

Grained plastics and chrome accents make a good first impression. But a closer inspection reveals poor-fitting panels, flimsy switchgear, and a head-liner that looks like cardboard.

Drivers sit upright, and both head and leg room are adequate for tall drivers. But the cabin is narrow and the door panel and the center console limit knee room. The steering wheel has no telescopic adjustment and some drivers felt it was too far forward. The front seats are uncomfortable, with hard, flat cushions that are too short. The rear seat will fit two adults, with a flat cushion high enough to provide some thigh support.

Some controls could be better designed. You cannot honk the horn by pressing the center hub; instead, you must push either of two small buttons, which might be hard to find in an emergency. Many other controls are unlighted. Small radio buttons are harder to use than we’d like, and there is no tuning knob. The radio has an auxiliary jack to connect an MP3 player.

The 60/40-split rear seat backs fold forward to increase cargo space.

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Ford Focus

A freshening doesn’t hide that this is a nine-year-old design. The Focus was once out top-rated small car, but it now rates only midpack. It retains some of its agile handling, a composed ride, and a roomy interior, but fit and finish and noise remain weak points. There is no longer a telescoping steering wheel or assist handles to aid access. Braking distances are longer. Fuel economy has improved, but it’s still not great for this class. Reliability has been average.

Handling, Ride, and Powertrain

The Focus is compliant and absorbs bumps well. It’s composed on the highway, but road noise is distinct and the engine sounds course under acceleration.

While it’s agile, the Focus’ steering isn’t quite as crisp as it was on the original. Body lean is contained and the Focus has fairly balanced handling when pushed to is limits. It had a commendable speed in our avoidance maneuver, although the rear end slid out a bit. ESC won’t be available until the 2009 models arrive.

The 130-hp, 2.0-liter four-cylinder engine delivers average performance and fuel economy at 26 mpg overall. The automatic transmission shifts smoothly, but there is no in-dash gear display.

Inside the Cabin

Fit and finish falls short. Plastics are hard and there are large, uneven gaps between panels, and even a wire loom hangs obtrusively under the dash.

All drivers were able to find a comfortable position. There’s plenty of head, foot, and knee room even for taller people. Shorter drivers could raise the seat to their liking, but the adjustment is a bit awkward to use. The loss of the telescoping steering wheel makes it harder to fine-tune the driving position.

Nice-sized front seats offer decent support overall, but there is no lumbar adjustment. The rear accommodates two adults comfortably, but three is a squeeze. A high seat cushion provides generous thigh support, and knee room is scant for taller passengers and there are no head restraints in back.

Controls are mostly easy to operate, but there are some similar-looking radio and climate buttons, which can be difficult to read. Displays can be obscured by reflections. Where the previous Focus had two stalks, one for directional signals and one for windshield wipers, those functions are now combined onto one bulky and less user-friendly stalk. Ford’s Sync system allows voice control of electronic devices. We like that the radio now has a tuning knob. There is an auxiliary audio input for connecting a portable music player and a USB port for playing music from a flash drive.

There’s ample trunk room for this class, and it can be expanded by folding the 60/40-split rear seatbacks.

More Test Findings:

Braking: very good, but stopping distances are longer than in the previous Focus.

Headlights: low beams provide good illumination and intensity. High beams give slightly increased distance, but no improvement in intensity.

Access: a tall roofline and a high seat make front access easy. Smaller door openings make rear access tighter. No assist handles over doors.

Visibility: very good, large glass area and relatively thin pillars. A high rear package shelf hinders rear visibility.

Cabin storage: modest, with a moderate-sized glove box and a deep console compartment.

Head restraints: front restraints are adjustable and locking. No rear restraints to protect occupants in a rear-end collision.

Child-seats: front-and rear-facing seats should prove secure using safety belts or LATCH anchors.

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Toyota Corolla

At 32 mpg overall, the redesigned Toyota Corolla’s fuel economy is among the best we’ve recently measured in any car with an automatic transmission that isn’t a hybrid or a diesel. The pleasant and refined Corolla provides a comfortable ride, an improved driving position, and a roomier rear seat, compared with the previous model. But the interior fit and finish isn’t quite as good. Aided by optional electronic stability control, handling is responsive and secure if not sporty. This 2009 Corolla is too new to predict its reliability.

Handling, Ride, and Powertrain

The Corolla is one of the best riding small cars, and it soaks up bumps well. Its cabin is quiet, except for relatively mild road and wind noise, and a smooth engine hum.

Handling is sound, but not particularly agile. The steering is a bit light and rather vague on center. Body lean is not excessive, but the car isn’t engaging to drive. The Corolla was secure at its handling limits thanks to its optional ESC, but it posted just a modest speed in our avoidance maneuver.

Its 132-hp, 1.8-liter four-cylinder engine accelerates reasonably and gets excellent mileage. At $3.75 per gallon, the Corolla’s 32 overall mpg could save you almost $500 annually at 12,000 miles a year, compared with the Chevrolet Cobalt. In highway driving, the Corolla gets 40 mpg. The four-speed automatic transmission is smooth and responsive, but its gated shifter can be awkward. A five-speed manual is also available.

Inside the Cabin

The Corolla’s interior is comfortable and relatively roomy. Most trim fits together well, but there are blank switch plates, hard plastics, and rough edges.

A tilt-and-telescoping steering wheel makes it easy to find a comfortable driving position. There is good head and knee room, and our shorter drivers liked the high seating position, but taller drivers wanted the seat to move back further.

The front seats have some give, but provide good underlying support. Taller drivers found the cushions to be too short for adequate thigh support. Some also wanted more lumbar support, but there is no adjustment. There is a height-adjustment lever, but it’s stiff to operate. The rear seat has room for two adults, but three is a squeeze. A flat floor helps with foot room, but head room is tight for taller passengers.

Instruments and controls are straightforward. The simple climate control and radio knobs are mounted conveniently high on the dash. The audio system has an auxiliary input for an MP3 player. There’s no dedicated clock display.

Trunk room is adequate and can be expanded by folding the 60/40-split seat-backs with releases located in the trunk.

More Test Findings:

Braking: very good. Fairly short stops in wet or dry conditions.

Headlights: low beams provide very good distance and intensity ahead and to the sides. High beams are also good, with increased intensity.

Access: low roof-line requires ducking to get in; rear access is tight.

Visibility: good to front and sides; rear head restraints and roof pillars create blind spots.

Cabin storage: moderate, with a two-compartment glove box, console storage, and numerous small bins.

Head restraints: adjustable front head restraints and outboard rear restraints are tall enough to provide protection even at lowest settings. The fixed rear-center restraint is too low for taller passengers. Front restraints are active.

Child seats: front- and rear-facing child restraints should prove secure using either safety belts or LATCH anchors.

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Subaru Impreza

The redesigned Impreza is a pleasant and practical car with the most comfortable ride of any small car we’ve tested. It has more rear-seat room, a quieter cabin, and better fit and finish than the previous model. While its handling is still fairly agile, the Impreza isn’t as sporty to drive as its predecessor. Its standard all-wheel drive helps in slippery conditions but saps fuel economy; its 24 mpg ties for lowest in this group. Crash-test results are impressive and electronic stability control is a readily available option. Reliability will probably be very good.

Handling, Ride, and Powertrain

The Impreza soaks up bumps with good isolation and controlled body motions, which mute impacts as well. Cabin noise is fairly well suppressed.

The Impreza is also nimble, with well contained body lean. The steering is fairly quick and is well weighted. The car tended to plow benignly when pushed beyond its handling limits in tight turns, but it ultimately remained secure. The optional stability control would have provided an extra margin of safety.

Powered by a 2.5-liter, 170-hp flat-four engine, the Impreza was among the quickest in this group from 0 to 60 mph. It got just 24 mpg overall on regular fuel, some of which can be attributed to extra weight and drag of the all-wheel-drive system. Our car’s optional four-speed automatic transmission shifts smoothly, but doesn’t always downshift quickly enough. A five-speed manual is standard.

Inside the Cabin

We liked the interior’s well-fitting trim and nicely grained dashboard plastics, but there’s still room for improvement. The plastics are hard to the touch and the headliner looks like cardboard.

Most drivers will find plenty of space, but the driver’s seat remains low even when raised. The steering wheel tilts but doesn’t telescope. Still, most of our drivers could get comfortable behind the wheel. Large windows aid the overall view out, but backseat head restraints partly block the rear view. The front seats are large and accommodating, but there are no adjustments for lumbar support or the tilt of the cushion. Some of our drivers found the front head restraints a bit too close to their heads. The rear has much improved knee and head room, but the low seat cushion provides little thigh support.

The Impreza’s displays are clear and controls are simple. The radio is mounted up high on the dashboard and has a separate tuning knob. Oddly, you change CD tracks by rotating the tune knob rather than by using the seek buttons. There is no jack for an MP3 player on the base Impreza. The heater and air conditioner work effectively, but the vents on the dash are too low and they blow cold air at elbow level. The small trunk can be expanded by folding down the 60/40-split rear seatback.

More Test Findings:

Braking: very good, with short stops, but a slightly spongy pedal feel.

Headlights: halogen high and low beams shine a good distance with good intensity. A sharp cutoff at the top of the low-beam reduces visibility on dips.

Access: very good overall.

Visibility: very good. Rear head restraints slightly block the rear view.

Cabin storage: modest. A small center console and the glove box are the only major storage bins.

Head restraints: adjustable locking restraints for all seats. The center-rear restraint is too low to protect an adult well in a rear-end crash.

Child seats: Both front and rear-facing models should prove secure in the outboard rear seats, and LATCH anchors are easy to access. But Subaru recommends against using the center-rear position due to the seat’s contour.

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