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Mostrando entradas con la etiqueta Car Tips. Mostrar todas las entradas
Mostrando entradas con la etiqueta Car Tips. Mostrar todas las entradas
BMW X5 vs. Porsche Cayenne
“The policy of being too cautious is the greatest risk of all.” The words of former Indian Prime Minister Jawaharlal Nehru ring true with BMW and Porsche designers alike, each of whom took a huge chance by introducing SUVs in recent years. Neither were thought to be logical sources of sport utilities, yet both successfully marketed and filled the streets with their vehicles, contrary to most predictions. BMW was first to take the plunge for the 2000 model with their X5 SUV -- ahem, SAV, for sport activity vehicle. The BMW-born classification initially came across as pretentious marketing, but turned out to be an accurate description. It’s a luxurious, great performing, all-weather, people-mover. Just don’t harbor dreams of hauling 4x8 sheets of plywood with it. The same goes for the Cayenne, which was brought to market for 2003. “Utility” takes a back seat to “Sport,” and holy heck, does it have sport. Porsche insisted the 911 and Boxster needed a sibling to strengthen the family and struck while the SUV iron was hot. Both vehicles are refined to levels above those of the average SUV, both drive better than many cars, and both have all-wheel drive and are available with standard V6 power and optional V8s, which we’ll use for our comparison. So with all the sameness, how do they differ? Each will be judged in the areas of performance, interior and exterior design, sound system and other goodies, bang for the buck, and driving experience. The winner will be determined based on total score out of a possible 100 points. Will the X5 mark the spot or will the Cayenne be hotter? Read on to find out. BMW X5 4.8iMSRP (Base): $55,195Engine: 4.8-liter DOHC 32V V8 Horsepower: 350bhp @ 6300rpm Torque: 3 Performance - 18/20With a 0-to-60 time of 6.4 seconds and an electronically limited top-speed of 150 from the new 4.8-liter V8 and six-speed automatic transmission, the X5 is worthy of the roundel on its hood. One of the most impressive traits is the steering. As a luxury SUV, one might expect the X5 to have over-boosted power steering. Considering it’s a BMW, one should know better. Steering feedback is clearly transmitted, and the new optional variable-ratio Active Steering is helpful at all speeds.Another BMW hallmark, braking, is alive and well here. To compensate for the new model’s extra heft (now at 5,355 pounds, up 408 from before), bigger brakes at all four corners slow the standard 18-inch wheels (19s with the optional sport package). Handling and balance are superb, thanks in part to near 50-50 weight distribution and, for the first time since 1961, a double-wishbone front suspension rather than one with struts. Exterior design - 19/20Since its 1961 debut on the 1500 Sedan, the Hofmeister Kink -- that little bend in the C-pillar -- has been a fixture on BMWs. The twin kidney grilles and quad headlights are natural elements as well. With these and other harmonious family design cues, the first-generation X5 was clearly a stylish seller and BMW wisely didn’t mess with this success. Second-generation changes here are all positives in our eyes, giving the new X5 a more aggressive look with sharper lines. If it seems larger, you’d be correct. Length is up by 7.4 inches, plus height and width have grown a tad.Interior design - 7/10From the driver’s seat, the revised X5 interior looks and feels a lot like many other BMWs. The layout is purposeful and intuitive.The only exception for some would be the addition of iDrive to the X5. After several years in BMW’s cars, the system is at least operable for most of us, if not a sheer pleasure. Some still won’t embrace it, though. Another of the interior’s few disadvantages is its diminutive appetite for cargo -- only 62 cubic feet. To accomplish this, the second- and third-row seats fold flat. Yes, three-row seating is now an X5 option (for a puzzling $1,200). Before you check that option, you should give some consideration to occupant size. The seats don’t have proper latch fitments for car seats, and BMW doesn’t recommend that anyone over 5’5” plant their butts there.Sound system and goodies - 8/10Credit BMW for offering a standard sound system with 12 speakers, which includes two subwoofers, a seven-channel digital amp and surround sound. The good vibes continue in the X5 with a host of luxury options. The former eight-way power front seats are now 10-way thanks to power-adjustable head restraint height.With an optional $2,600 package, a head-up display of pertinent information is projected on the windshield. A rearview camera and navigation system are also included in the package. Second-row seating is comfortable and passengers can be entertained with an optional DVD system.Bang for the buck - 17/20Among affordable SUVs, the Beamer is not inexpensive, but it is one of the better values in its class. The option packages do ring up the total price rapidly, but most drivers would be perfectly content even without any of the extras.Driving experience - 18/20Considering the manufacturer, it’s little wonder we were impressed by the X5’s overall driving experience. The previous model drove well under most circumstances, but occasionally felt loosely planted. That beef has been addressed, as it’s more powerful and looks even better than before.Overall score - 87/100The Spartanburg, South Carolina-built X5 was a bold move for BMW, but was a strong choice from day one. Several years later, the 2007 redesign is poised to pick up where the 2006 model left off. Some manufacturers begin with a lesser platform, pile on some extras and call it a premium SUV. SAV or SUV, the X5 is its own vehicle.
Porsche Cayenne SMSRP (Base): $57,200Engine: 4.5-liter V8 Horsepower: 340bhp @ 6000rpm Torque: 310lb-ft @ 2500rpm MPG (city/highway): 14/18 Performance - 18/20With a turn of the ignition, which is mounted on the left side of the dash in true Porsche tradition, the 4.5-liter V8 comes to life with an enthusiastic growl; set it free. Through smooth transitions from the six-speed Tiptronic automatic, the Cayenne is capable of going from 0 to 60 in 6.8 seconds on its way to a 150mph, electronically limited high end. At 4,949 pounds, it’s lighter than others in its class and feels well-balanced. It rides on standard 18-inch wheels (19s and 20s are optional) and is hauled to a stop by huge-diameter brakes, nearly 14 inches in front and 13 inches in back.The Cayenne electronically senses performance and stability levels at all times, intervening only when danger is imminent. This has worked well on other models, allowing plenty of fun without letting things get out of hand. It’s called Porsche Stability Management (PSM). Given the abbreviation, we’re grateful it isn’t known as Porsche Management of Stability. Exterior design - 15/20If some DJs have a face made for radio, the Cayenne has an exterior design best appreciated from the driver’s seat. Trademark Porsche cues are strong in the front-end, but the look doesn’t translate as seamlessly into an SUV. Viewed head-on, you know it’s a Porsche, but it looks a little too hiked-up. From the side, the Cayenne flows better visually, yet it doesn’t distinguish itself enough from the shared platforms of the Audi Q7 and Volkswagen Touareg. Them’s fightin’ words to Porsche and especially to Cayenne owners, but that’s the impression we get. Mind you, none of the three are awful-looking vehicles, but how many times have you glanced at one and mistaken it for another? Enough said.Interior design - 7/10It’s hard to fault the Cayenne on its ergonomics, except for the scores of small buttons on and around the optional Porsche Communication Management (PCM) system, which is a $3,070 option ($3,275 if you include navigation). Otherwise, the interior gets high marks. The wheel, dash and console are all very Porsche-like in appearance and feel. We love the chunky grab handles on the center console, offering your passenger a better hold for the ride.As mentioned earlier, the ignition may be in the correct place, but don’t expect a large, front-and-center tach in the gauge cluster. Instead, a moderately sized unit is nestled to the left of the speedometer. Truth be told, a prominent rev counter isn’t needed here anyway. Cargo room is rated at 63 cubic feet, immense by Porsche standards, but only modest for an SUV of this size. The driver’s 12-way power seat is nearly perfect, and the other four riding along remain reasonably comfortable too. Sound system and goodies - 8/10Whenever you see the Bose name, it’s safe to say you’re in for some aural pleasure. The Cayenne’s standard Bose 14-speaker system balances crisp highs and bumping lows through the tuner and single-CD player (a six-disc changer can be ordered for $650). In a rare departure from automakers offering one service or the other, Porsche offers the option of either Sirius or XM satellite radio at $990, though it does require selection of the expensive PCM system first. Other options can be built into the PCM system too, like a rearview camera (with or without park assist), electronic logbook and phone module.Bang for the buck - 16/20Porsches are never cheap, but they do represent decent value. The standard equipment is generous, and buyers who get sucked into the Cayenne’s options list will quickly shoot the price north. It’s actually possible to live without add-ons like the embossed Porsche crests on the headrests, though would-be owners may choose not to deprive themselves.Driving experience - 18/20It’s no minor accomplishment for an SUV to deliver a more rewarding experience than some sports cars, but the Cayenne accomplishes this. The Porsche heritage is not as strong or as attractive as we’d like in a vehicle of this caliber, but it remains clear you’re not lumbering about in a run-of-the-mill SUV either.Overall score - 82/100Somewhere in Zuffenhausen, someone is saying “I told you so.” Skeptics don’t have a lot to grumble about since the concept of a Porsche SUV became reality. It was the company’s biggest gamble since water-cooling the 911, but like that move, it’s also spelled success. It’s probably safe to say that Cayennes will never be embraced by collectors.and the winner is…The 2007 model year brings us a new BMW X5, and one that holds a slight edge on the rival Porsche Cayenne, which is no slouch itself. Each performs well, albeit with a slightly different feel. “Feel” is always tough to quantify. To best explain, the X5 feels more like a BMW than the Cayenne feels like a Porsche. Expect an even closer margin when the 2008 Cayenne is released, and the rematch is already highly anticipated. For now though, BMW wears the gold metal.Audi A4 vs. Saab 9-3 Call it an urban dilemma: How can you sidestep SUV ownership while having room for all your gear? For many, the answer is a wagon. Not a station wagon, not those global-warming behemoths of your childhood with the fake wood siding, but a sensibly sized car with an element of sportiness to it. The formula generally works well for enthusiasts who need their space but won’t completely abandon coolness. Audi and Saab’s entry-level wagons pose compelling arguments to cruise with a lower center of gravity, literally and metaphorically. So consider the Audi A4 2.0T Avant and Saab 9-3 2.0T SportCombi (Saab’s former entry-level wagon, the 9-2X, has been discontinued). With European styling and sharp driving characteristics, one could fit the bill for both your cargo and image concerns. Each has been rated in key categories for the best overall score out of 100 possible points. Audi A4 2.0T AvantMSRP (base): $31,340Engine: 2.0L, 16V, DOHC 4-cyl. turbo Horsepower: 200bhp @ 5,100rpm Torque: 207ft-lbs. @ 1,800rpm MPG (city/highway): 22/31 Performance – 17/20 If you want an Avant, all-wheel drive turning the 16-inch alloys is part of the deal. Optional on other A4s, this and the stability/traction control make great foul weather friends; the latter is reasonably unobtrusive and can be deactivated. Peak torque comes early and often, beginning at 1,800rpm. What’s more, the turbo has minimal lag and pushes the 3,671-pounder to 62 in 7.4 seconds. Understeer is less prominent than in past Quattro-equipped A4s, the speed-sensitive power steering communicates well and the brakes deliver a decent feel while commendably resisting fade. Exterior design – 17/20 Audi’s bold nose look drew mixed reviews when it first graced the 2006 A4, yet it was quickly accepted. Anyway, it looks great to us and suddenly makes a 2005 model look a little dated. The current Avant’s high beltline and horizontal taillights contribute to the athletic stance, making the car appear a little larger than it is. Interior design – 8/10 Audi doesn’t cut many corners in their entry-level cars, so the Avant is equipped quite well overall. Materials look and feel substantial. Fit and finish doesn’t disappoint. An element of luxury is balanced with hints of performance. For two adults or three kids, the 60/40 split back seat offers acceptable roominess. Three adults, however, will get to know each other well indeed. Back on the plus side, the Avant redeems itself with 27.8 cubic feet of cargo room behind the second row. Fold it and you’ll have 59 cubes. Sound system and goodies – 6/10 Standard audio isn’t bad, with a six-disc CD player highlighting the improved Audi Symphony 150-watt system. Too bad it takes so much effort to learn. A few redundant controls are included on the new leather-wrapped tilt/telescope wheel, but following an unfortunate Teutonic trend, the dash-mounted audio and navigation controls are operated by small buttons -- a lot of them. Also, it’s frustrating that for ’07, the 2.0T (our test model) has lost the heated rear seat plus driver’s seat/mirror memory feature. These shortcomings slightly dull an otherwise impressive list of standard features, also including dual-zone climate control and a height-adjustable center armrest. Bang for the buck – 17/20 Expectations of a $30,000 compact wagon should be high, and the Avant hardly falls short. It’s designed well, inside and out, with interior space that rivals some SUVs -- even its big brother Q7 in many aspects. Driving experience – 18/20 It’s been said before, but from the driver’s seat of an A4 Avant it’s easy to forget you’re piloting a wagon. Cars like this are a win-win situation: You have a sharp-looking ride delivering decent mileage, yet it has enough space for kids, dogs and groceries to feed a small army. Overall score – 83/100 If your priorities demand room but your sensibilities won’t let you shop for an SUV, here’s a strong choice worth considering: Although Audi recently succumbed to producing a sport-ute with its Q7, the A4 Avant has been around since 1999, building a following as it improved with each year. Today, it’s one of the best overall choices in its class. Challenger 2: Saab 9-3 2.0T SportCombiMSRP (base): $27,170Engine: 2.0 L, 16 V, DOHC 4-cyl. Turbo Horsepower: 210bhp @ 5500rpm Torque: 221ft-lbs. @ 2500rpm MPG (city/highway): 22/30 Performance – 15/20 Saabs of the past, most notably turbos, have exhibited lascivious degrees of torque steer, understeer and turbo lag. The 9-3 SportCombi has minimized it all to emerge as one of the better-behaved front-wheel drive cars on the market. For having 3,175 pounds to deal with, the 2.0-liter feels more robust than its displacement would suggest, pulling the car to 62 in 7.6 seconds. Steering and braking feel OK, but lack real feedback from the standard 16-inch wheels. Shifting the six-speed manual is a bit like chewing undercooked calamari: distinctly rubbery. On the whole, though, it’s one of the best-performing Saabs we’ve experienced. Exterior design – 14/20 Some will always lament the homogenization of Saab lines since General Motors entered the picture. Nevertheless, trademark elements on the SportCombi include the traditional grille and hockey-stick curve in the D-pillar. Where it falls short is its overextended effort to look cool. Ground effects are pronounced all the way around and clear vertical taillights flank the rear. While it looks good, toning it down a tad could’ve made it better. Interior design – 7/10 Convention and new design rends have never affected Saab, as evidenced by the 9-3 SportCombi interior. The 2007 cabin may be new, but it still follows the longstanding theme of aeronautic functionality in the layout. Logical ergonomics and clever design are also thankfully continued for a clean, no-nonsense look. And before you ask, the ignition is still where it belongs: on the console between the seats. It all makes up for the underwhelming feel and appearance of some materials… Well, that and the available cargo space. Leave the back seat alone for 29.7 cubic feet, or tuck it away for a generous 72.3.  Sound system and goodies – 8/10 The standard 150-watt system comes packed with seven speakers and a single-CD in-dash unit. It’s adequate, if not exemplary. True, the optional system doubles the wattage through 10 speakers and the CD changer appetite grows to six, but we’d like to see a better standard system. Fortunately, the button layout is easy to use. Other standard highlights include a chilled glovebox and the TwinFloor cargo system that prevents items from flying around as you whip through curves. It’s also great to see the Night Panel feature included. When activated, all gauges are dimmed except the speedometer for better nighttime vision and less distraction. Bang for the buck – 17/20 Compared to others in its class, the 9-3 is a solid choice, if not a standout. Overall performance isn’t as sharp as some, but it’s still entertaining to drive. It includes a reasonable cache of standard goodies, has a huge appetite for cargo and isn’t just another face in the crowd. Driving experience – 17/20 Once upon a time, driving a turbo Saab vigorously was an exercise of skill, patience and strength. Skill was required to minimize and compensate for the ball joint-busting understeer. It took patience to endure the turbo lag and then strength to prevent wandering across several lanes from torque steer once the turbo hit full boil. The 9-3 Sport Combi still skews left of center, yet is more civilized than its older kin. Overall score – 78/100 Sometimes, fame is best left to others. The 9-3 SportCombi is one of the best Saabs of recent years, even if it flies below the radar of some buyers. To be a bigger hit, however, we fear it would require even more concession to the mainstream (and the 9-7X SUV has already jumped that shark). If that happened, we’d probably have just another wagon, not a Saab. and the winner is…The Audi A4 Avant. While they are both wagon versions of successful European sedans, the sameness doesn’t extend much further. In the final analysis, it was clear that the A4 Avant behaves like a sports sedan with bonus room. While no slouch itself, the Saab 9-3 SportCombi is more like a wagon capable of some sports sedan moves: Both make you want to second-guess putting an SUV in your driveway, but the A4 Avant is the master debater.Resources: http://aolsvc.edmunds.com http://www.saabusa.com/ www.audiusa.com http://aolsvc.edmunds.com/apps/nvc/asv/VehicleComparison?basestyleid=100769513&styleid=100761278&maxvehicles=5&refid=&op=3&tab=features http://www.audi.com/ Toyota Yaris vs. Nissan Versa In the automobile world, there is always a certain amount of high-tension competition. Perhaps one of the fiercest rivalries of all is that between the economy cars. While there are a variety of models available, only a few rise to the top as ultimate competitors. In this case, the newbies on the market -- such as the newly designed 2007 Toyota Yaris and the brand new 2007 Nissan Versa -- rise to the occasion. Toyota introduced the Yaris in 2005 to an audience eager to see the Echo’s vamped-up replacement, and it didn’t disappoint. There’s no doubt that Toyota’s engineers had go-karting on their brains when they dreamed up the Yaris. They aimed at having the best car in that particular class and, until the Versa, it may very well have been just that. This year, Nissan introduces a brand-new, subcompact car to its lineup, bumping the Sentra up in the ranks. Europe may have the Micra, but we have the Versa and we’re loving it. With a hot, new look and great engine power for its class, the Versa has come into the ring ready to win. Both the Yaris and the Versa are aimed at consumers who are looking for a compact car that still offers a great deal of space and a decent drive. They target a younger generation of buyers who are searching for fuel-efficient cars that are both affordable yet stylish. Both the Yaris and the Versa claim to do all these things well -- that’s precisely what they were designed to do. Let the competition begin… Toyota YarisMSRP: $11,050Engine: 1.5-liter DOHC 16-valve VVT-I 4 cylinder Horsepower: 106bhp Torque: 103lb.-ft MPG: City - 34, Highway - 39 (automatic) Performance - 19/20 I think all small, subcompact cars are made to perform well as it’s in their nature to do so. They’re agile, nimble creatures made to slip in and out of traffic with ease. I was able to overlook, and truthfully, almost forget that the Yaris was sporting such a small engine based on its street performance. It was quite peppy and always ready to go. The Yaris felt fast regardless of the numbers under the hood. Just on the thrill of the drive alone, the Yaris gets a great score for performance. Exterior design - 17/20 There’s something very European about the Toyota Yaris, which makes its exterior design highly appealing. As the Echo’s replacement, Toyota definitely improved the look of the little five-door with subtle changes to morph the Yaris into a feisty little hatch with some serious attitude. Perched on 14-inch wheels, the base-model Yaris portrays a refined, 21st-century go-kart to a tee: It’s a small car and it doesn’t try to hide that fact. That’s perhaps the nicest thing about the Yaris design -- everything is proportional and what you would expect to find on a hatchback. From the squat front nose to the sculpted backside, this Toyota’s got some serious style. It manages to catch your eye in all the right ways. For its European breeding and international good looks, the Yaris gets bonus marks. It’s not an overly interesting car to look at, though it is curvy in all the right spots, which is always a good thing. Interior design - 5/10 There’s something oddly simple about the Yaris interior. Or perhaps it’s just plain odd. Just as it was in the Echo, the speedometer, tac and other dashboard dials are located in the middle of the dash, above the CD player. This unique configuration makes for a very bare-looking interior as all the major components get squished into the middle console. While the design of this cluster of technology is both futuristic and symmetrical, the space left behind the steering wheel is slightly unusual. Now, some may think that Toyota’s innovation for such a futuristic layout and interior design should grant them high marks, however, placing a storage compartment behind the steering wheel and aligning your control panel in single file down the middle console just doesn’t cut it. Sound system and goodies - 8/10 For those who like to customize their ride right from the get-go, the Yaris is the hatch for you. From its premium, decorative license plate covers to a basic first-aid kit, the Yaris accessory list offers just about everything. The extensive list of exterior modifications is great for people of the younger generation who may want to immediately upgrade its look, giving the car an instant attitude adjustment in the process. Others may simply be looking to increase their comfort and organization levels with the additional center armrest and cargo tote. The sound system is where the Yaris loses those two precious points. While they offer such an impressive list of style improvements, they don’t have an upgraded, blow-your-mind-and-your-girlfriend’s-skirt-up sound system to pump up this little ride. It’s a little surprising after seeing the list of other items that can be added; color-coordinated floor mats, chromed muffler tip, interior light kit (which offers two LED bars beneath the dash and a LED-lit middle console), and sport pedals and shifters. It just doesn’t make sense that they would skip out on the sound system -- maybe they want to believe their engine is musical enough to entertain the driver. Driving experience - 17/20 The Yaris is a fun car to drive mainly because of its size. It is able to weave in and out of traffic, maneuvering in and out of sticky situations is a breeze, and parking is a joke. Also, its low curb weight means that the seemingly small amounts of horsepower become immense, giving the car a great deal of pull. Toyota had such a loyal following with the Echo and they really needed to maintain that greatness with the Yaris. Overall, they did a great job. It also offers a surprisingly comfortable ride, with great high-speed stability. The Yaris definitely has some sporty acceleration and the handling to match. While it’s not quite ready for the race circuit yet, as a daily driver, the Yaris is great. It’s fun and functional, as it’s quite good on gas. Oh, and let’s not forget the standard ABS -- something that is not often seen at the economy car level. Bang for your buck - 15/20 The Yaris really is a great little ride. It’s ideal for the young buyer, yet not unpopular with the older generations. It really has something for everyone, with four options available in the hatchback edition and a new sedan version as well. The styling is fun, the interior is original, and for a small car, the Yaris has a surprising amount of interior space that should appeal to all as a great feature on its own. Final score - 81/100 I have to admit, I was a little reluctant to like the Yaris at first, but once you take in its European good looks and get behind the wheel, you’ll realize this really is a little gem you just can’t ignore. Living up to the Echo has been no small task, but the Yaris has taken it on with a vengeance and may just pass its predecessor in the popularity sector soon.  Nissan VersaMSRP: $12,550Engine: 1.8-liter DOHC 16-valve 4-cylinder Horsepower: 122bhp Torque: 127lb-ft. MPG: City -30, Highway -36 (Xtronic CVT) Performance - 10/20 Unfortunately, the Versa didn’t perform as well as I had hoped. While it boasts nearly 20 more brake horsepower and pounds per foot of torque over the Yaris, it just didn’t impress me at all. The added power was nearly unnoticeable. It lacked the Yaris-like pep. Perhaps the extra weight was to blame, but it almost seemed as if the engine were struggling at times, with an overly loud engine noise at higher revs. While it’s easy to drive, it’s also quite boring to get behind the wheel as it dwindles through the gears at a leisurely pace, no matter how forcefully you ask it to speed up. Had I not known the specs before stepping into the two vehicles, I would have said the Yaris was the faster car by far. The Nissan lost major points for its hyped-up, low-performing engine. Exterior design - 13/20 No, it’s not a shrunken Quest, it’s the new Nissan Versa. I know, it’s confusing isn’t it? As a brand-new model in Nissan’s lineup, perhaps they should have taken a bit more time creating a brand-new exterior look instead of borrowing one that’s already worn by their van. They could easily be mistaken as the same car, save for the size. And although there is zero originality in the Versa’s design, it works so well for the car in that it’s not unpleasant to look at. The elongated headlights, curved front grill and sloping windshield give the illusion of a much larger car. Adding to this fantasy of “big” are the geometric windows, boxy and angled, which take up much of the Versa’s side. Now a boxy shape does not promote speed or fluidity, and the Versa is just that: boxy. Something about the Versa brings to mind the ever-popular trend of knock-off fashion items -- without the class and brand recognition, of course. Interior design - 10/10 That’s right -- a perfect score. It’s not very often something is perfect on any car, but I chose this opportunity to point out a well-planned, well-designed and overall pleasing interior cabin. The Versa is considered to be a part of the economy class. For this reason, you would expect the bare minimum for interior fixings and style. Well, not in the Versa: The interior truly has an air of class, sophistication and -- dare I say -- luxury. True, there is no leather, and no built-in computer system, but there are steering wheel-mounted controls, an attractive driving cluster behind the wheel and an MP3-compatible stereo. Design aside, the sheer interior space of the Versa earns it full marks as well. It has, hands down, the largest interior of its class. Nissan claims that, from pedal to rear seat, the floor space is 80.1 inches -- that’s nearly 6 feet. That’s mind-boggling for a subcompact car. As an overall package, the Versa looks to be in a class way above that of the Yaris. And it’s not that the Yaris doesn’t offer the same as the Versa, it’s just that the Versa’s package is so much more appealing. You may not believe in love at first sight, but you’ll definitely believe in lust at first sight as soon as you take a seat in the Versa. Sound system/goodies - 6/10 I guess Nissan figured their Versa came with enough standard features to satisfy the average consumer. Unlike the Yaris, the Versa is not out to target the young, tuner generation, but rather is after the general public. Generic accessories such as a nose mask and splash guards are available as well as high-tech gadgets like the Bluetooth hands-free phone system and the intelligent key keyless entry. While the sound system upgrades won’t make the earth quake, they will increase your in-car musical content: The Nissan Versa can be equipped with a Sirius (USA) satellite radio, but only in the 1.8SL version. This upgraded radio comes with a three-month free subscription, which definitely gained the Versa some bonus points. However, the lack of improved speakers, bass and/or amp, inevitably brought the Nissan down in this category. Driving experience - 14/20 Although the Versa is in the “small car” category, it just feels big. Heavier than the Yaris, it seems to drive heavier as well. The handling is less than desirable -- perhaps the Versa borrowed more than its looks from the Quest. It’s almost as if there is no response at all in some instances; when pulling an evasive move. The large amounts of body roll, thanks to its higher stance, are a bit frightening. While my high expectations quickly came crashing down, I did notice that the horsepower almost makes up for its lack of handling skills. It’s quite quick off the start and moves through the gears as one might expect from a generic vehicle. There is a certain sense of detachment while driving this car as if the driver is almost floating over the vehicle with very little control or feel for the drive at all. Nissan isn’t marketing the Versa as a sports subcompact car, and that’s a good thing, because it definitely is not that in any way. Bang for your buck - 15/20 I’m giving the Versa the same score as the Yaris because it’s pulled ahead in areas where the Yaris failed and vice versa -- no pun intended. While the Versa’s drive experience was rather lacking, the interior finishing, styling and sheer size are probably its best selling features and definitely top the charts in my books. This new addition was set to impress, and it has done just that. It’s a good little car if you’re looking for functionality (without the fun), stability and a touch of class at a great price. Final score - 68/100 I was actually surprised to see the final score and I had to go back over all my points just to make sure I got it all right. At first glance, the Versa is a great new addition to the Nissan family with its cool, “new” looks, large interior, fuel-efficiency and neat gadget accessories. But take a closer look -- and a drive -- and you quickly realize what the Versa is lacking. Don’t look too closely at the interior or you’ll fall head over heels and miss the important stuff. But, take her for a drive and it’ll reveal what you really want to know. yaris wins by a distanceThe subcompact car is taking the automotive industry by storm. So many little hatches are being introduced to the market that it’s almost like watching locusts take over the streets -- the little buggers are everywhere. Toyota had a class leader with the Echo and I think they took a huge chance replacing it with the Yaris -- if it ain’t broke, don’t fix it, right? However, the Yaris is doing just as well -- perhaps even better -- than the Echo did, and Toyota should give itself a well-deserved pat on the back.Nissan, on the other hand, has taken the plunge into unknown territory in their North-American market with the Versa, and they seemed to have jumped in headfirst without really looking at the water levels. The Versa is an appealing car because of its novelty and its low price, however, it just doesn’t seem to be as infectious as the little Yaris. Gumpert Apollo vs. McLaren F1 Regardless of gas prices or the economy, high-buck, low-volume exotics are almost impervious to negative sales influences. For each success, others are inspired to raise the bar. Some attain exclusivity based on merit. Others are branded as such by attrition. Roland Gumpert wants to turn the exotic car market upside down -- or at least drive his own car that way. While we weren’t allowed to try it firsthand, Gumpert claims this is aerodynamically possible in his Apollo. Formerly with Audi, Gumpert developed the predecessor to modern Quattro all-wheel drive systems. Ex-Audi engineer Uwe Bleck is also aboard the Apollo mission, and the car just happens to be powered by a V8 from… go figure, Audi. For our challenger, it may be the only time a slow plane resulted in a fast car. In 1988, as Creighton Brown, Ron Dennis, Gordon Murrary, and Mansour Ojjeh waited on a delayed flight, the McLaren F1 concept took off. In 1993, the first production model hit the road and rocked the supercar world. Proving the F1 was more than just a pretty face, race-prepped versions won four of the top five places in their 1995 Le Mans debut. A few months before production ended in 1998, an F1 clocked 240.1 miles per hour, setting a production car speed record that stood until 2005. Gumpert aspires to reach production of 100 Apollos per year. McLaren only built a total of 100 F1s. Both cars hustle, but does the Apollo have a big enough chip on its shoulder to knock off the iconic F1 as an exotic among exotics? We’ve rated each in key categories, with a total possible score of 100. Read on and discover how they match up. Gumpert ApolloMSRP: (Base, estimated): $264,000Engine: 4.2-liter, twin-turbo, QOHC, 40-valve V8 Horsepower: 650bhp @ 6,000rpm Torque: 627ft.-lbs. @ 4,500rpm Performance – 19/20Feel the need for Gs? Blatant flattening of the accelerator will shoot the Apollo from 0 to 62mph in 3.0 seconds. At 429 pounds, it’s understood the Audi-based twin-turbo V8 is a lightweight only on the scales, with quad overhead cams and five valves per cylinder. Gumpert hates to see customers moping about limitations, so they offer aerodynamic and engine tweaks (up to 800 horsepower), allowing for 224-mph top speed. The six-speed sequential transmission delivers precise changes and is directed via a tall, console-mounted shifter that’s only a nudge away from the thick wheel. Braking, suspension and traction control are all adjustable. Owners can optimize settings for the track then relax them for the drive home -- that is, provided they haven’t shredded the 19-inch Pirelli PZero tires.Exterior design – 18/20If exotics have a shortcoming, their designs too frequently look smarmy. Thankfully, the Apollo offers style. There are only so many ways a mid-engine car can be penned, but Gumpert’s fiberglass or carbon fiber skin (it’s your choice) is a pleasing mix of curves and sharp, taut lines. An underbody diffuser creates massive downforce, which contributes heavily to the Apollo’s upside-down capabilities. An F1-like engine air intake even peers above the roofline.Interior design – 5/10Open the gullwing doors and you’ll see that the Gumpert literally tailors the Apollo’s cozy interior to each owner. A four-point harness holds you and a friend secure in your seats, which is somewhat of a relative term. They’re actually form-fitted, padded leather bolsters over the carbon fiber monocoque. That sounds tortuous, and though they aren’t La-Z-Boys, they feel better than you might think. A host of options are available to emphasize performance, luxury or a blend of both. In theory, it sounds great. In its execution, the interior is a bit disappointing. It doesn’t look or feel true to its German roots, nor does it befit a quarter-million-dollar car, even as a purist’s sports car. Gumpert acknowledges this is an area for improvement, and we’ve already noticed tidier cockpits in present examples.Sound system/goodies – 5/10The optional navigation system is logical, but it’s a little puzzling why such a car needs an optional DVD player (the monitor can also display the goings-on picked up by the rear camera, though). Rapidly approaching landscape should be more than enough entertainment for the passenger. The sound system is nothing revolutionary, but if you need a thousand watts of surround sound in an unabashed sports car like the Apollo, you’re missing the point. The HVAC controls are on the small side, posing a challenge to successfully fiddle with them.Thankfully, at least the pedals are easy to adjust -- a useful touch in a car designed to segue between street and track.Bang for the buck – 17/20Disappointing interior notwithstanding, the Gumpert Apollo is a stunning ride, especially for the money. Performance figures are within whiskers of hot-steppers like our comparison car, the McLaren F1. In other words, it’s faster than just about anything on four wheels. It also looks the part with aggressive lines that aren’t there just for show. Keep admirers away from the interior, and most will wholeheartedly commend your choice of supercar.Driving experience – 18/20Purists will have no problem accepting the Apollo. Its minimalist, rough-edge feel is in sharp contrast to other modern exotics’ calm demeanor at speed. That’s not to suggest the Apollo feels sloppy, quite the contrary: It just extends the race car experience beyond the track like hard-core exotics used to.Overall score – 82/100The Gumpert Apollo has the style and performance to become enthusiasts’ most-coveted, provided those enthusiasts don’t expect to be treated with kid gloves. With twin-turbo Audi power and serious capabilities to flaunt, it’s just the car for guys who aspire to harness million-dollar performance but can’t (or won’t) hand over the price of admission.McLaren F1Current average price: $1.25 millionEngine: 6.0-liter, DOHC, 48-valve V12 Horsepower: 618bhp @ 7,500rpm Torque: 480ft.-lbs. @ 5,600rpm Performance – 20/20Considering the bloodline, nobody ever doubted the F1 would be a slouch. 0-to-60 capability of 3.2 seconds and a top end of 240mph confirmed the car was worthy of its name. Thrust is courtesy of the mid-mounted, BMW-sourced V12 and controlled by a six-speed manual (yes, fully manual) transmission. The 17-inch wheels seem like nothing big compared to new cars, but at low speed they feel plenty big thanks to the F1’s unassisted steering. While it may build your biceps at a crawl, it feels perfect at triple-digit speeds and offers great feedback.You can’t abandon your wits, but exploring the F1’s potential isn’t exactly rocket science either. Credit such innovations as intelligent brake cooling plus manual and automatic aerodynamic adjustments. Exterior design – 19/20The debate of the perfect car design has probably existed nearly as long as there have been cars, and some stunning contenders have come along the way. The F1 deserves mention as one of them, at least among modern sports cars. Designed not to be the last word in exotics but rather as the ultimate driver’s car, the look is purposeful yet functional. Free of bothersome wings and scoops, the F1 has a clean look that could still pass as a new car today.Interior design – 9/10Is it proper for such a fierce performer to have so welcoming a cabin? It works for the F1, anyway. Open the scissor-action door and climb aboard… from either side.The driver’s seat is in the center. And since some of life’s great experiences involve three participants, three is the magic number for seats in the F1 with the driver front and center, and the passengers to either side and slightly behind. Not surprisingly, it takes a little time to accustom oneself to this layout, and it can be frustrating not being able to peek around the car ahead of you in traffic. On the track or open road, however, it’s a joy.Sound system/goodies – 8/10Kenwood was commissioned to produce the F1’s lightweight CD sound system, though all the music you’ll ever need comes from the V12 directly behind you. From the center-mounted throne, you’re in complete control, from the aerodynamic adjustments to air conditioning, central locking, map lights and power windows (however tiny the latter may be). And though the F1 is no SUV, it actually boasts a degree of luggage space, complete with fitted leather bags. McLaren even built the F1 with longevity in mind. A handful of authorized service centers (and if serious enough an issue, McLaren themselves) undertake service and repairs, the most basic of which can be done remotely. Each car has an onboard modem for remote diagnostic service.Bang for the buck – 18/20When it was new, the F1 was unrivaled. Although its numbers have been beat since then, the F1’s relevance and intrinsic performance is still tough to top. If you can present a compelling argument for an owner to part with his car and readily have over a million bucks to seal the deal, you’ll both come out ahead.Driving experience – 19/20For most of us lucky enough to get the chance, firing up a million-dollar Le Mans-winning exotic is a double shot of adrenaline with a chaser of fear. Just don’t be a fool, and the F1 won’t make a fool of you. It was designed to be the ultimate driver’s car, and we have to believe the mission was accomplished.Overall score – 93/100We’re closing on nearly a decade since F1 production ended in 1998. Still, the F1 looks fresh and commands as much enthusiasm as it does respect. It may no longer be the world’s fastest production car and a couple cars can out-accelerate it. So what? It’s an automotive milestone with a legacy.and the winner isThe McLaren F1. There’s a reason otherwise sane men will commit all seven deadly sins (and perhaps more, just for good measure) for the chance to own one, even though the newest example is almost 10 years old. The Gumpert Apollo cranks out stellar numbers for a fraction of the price, but overall, the F1 remains A1 in this comparison.Resources: http://www.sw-ma.com/eng/index_html.html http://www.gumpert.de/eng/broschure/gsm.eng.pdf http://www.mclarencars.com/company/heritage.htm http://www.mclarenautomotive.com/customer_care/cars/f1_introduction.htm Toyota Camry vs. Honda Accord When it comes to family sedans, there are a plethora of models available, from the uber-luxurious to the plain and simple. Nestled in amongst all the regulars are two international stars just begging for your attention: the 2007 Honda Accord and Toyota Camry. Each boasts rather high horsepower and all the electronic gadgetry we’ve come to expect in the modern vehicle. Here are two great sedans that are really head-to-head in the consumer market, and for all the right reasons. Each of these companies has strived to bring the average consumer an extraordinary ride at an affordable price. Both Honda and Toyota have proven themselves reliable companies with long-lasting vehicles that have great style. Recently it’s become a battle of horsepower and technology amongst most car manufacturers, and the battle between Honda and Toyota is definitely raging. 2007 saw the release of these two sedans into a market that was more than ready and willing to welcome them. Following is a breakdown of each model from looks to what lurks beneath the hood. Toyota Camry LE V6MSRP: $23,540Engine: 3.5 liter DOHC 16-valve Dual VVT-I V6 Horsepower: 268hp Torque: 248lb-ft. MPG: City: 22; Highway: 31 Performance - 18/20 Over the years, the Camry has been branded as North America’s safe-choice family sedan. Everyone knows a Camry is the “smart” choice, that it will perform adequately and do its job over the years. The new 2007 model has a multitude of improvements and adjustments. Perhaps the most noticeable is the Camry’s performance. Coupled with an improved structural rigidity thanks to high-strength steel used for the B-pillar construction, the 3.5-liter, V6 engine feels right at home pushing out a pleasant 268bhp. This sedan is sure to shock at the light, but only if the driver requests it. The 6-speed automatic transmission is refreshingly smooth and gear transitions are nearly imperceptible. For those who like to be in control but don’t like all the fancy footwork, the Camry comes equipped with a manual mode for hands-on driving and much more power control. Exterior design - 19/20 Someone should send Toyota a plaque -- or at least a gold star. They definitely outdid themselves with their newly redesigned Camry. Toyota took a demure, simple-looking family car and turned it into a beefy, aggressive street demon. With futuristic styling that stretches from nose to tail, Toyota definitely raised the bar on design and stepped up to the plate with some serious curb appeal. The Camry has an air of corporate sophistication to it while still being casual enough to bring the dog to the vet on the weekend. While not a complete stunner, the new Camry is a head-turner and makes a real statement on the road, as it is bigger and faster. Interior design - 8/10 Once again, Toyota has managed to bring the Camry up to speed with the latest in interior design. Futuristic without being dysfunctional, the 2007 Camry is stylish both outside and in. A well-designed middle console and pleasant blue-lit dash are both pleasing the eyes and touch. Everything is well within reach of the driver, making for a much more comfortable drive. Toyota also offers a neat little interior bonus, complete with bragging rights, with a Smart Key System push button start which is standard on all Hybrid and XLE V6 models. The two-tone dash offers a touch of contemporary design and adds a nice, modern touch. Sound system/goodies - 5/10 The Camry was really designed to come “as is.” Of course, there are the standard, modern upgrades such as a DVD navigational package and a hands-free Bluetooth wireless setup, but besides these options, the Camry comes so well-equipped and ready to go, there really is nothing extra to add. Toyota offers a JBL sound system which adds a subwoofer and extra speakers to enhance your listening experience. However, even with the “upgraded” sound system, the Camry still only boasts six speakers, which seems average for an upgrade that claims to “satisfy the most demanding audio enthusiast, wherever sound matters.’” Driving experience - 16/20 In the past, the downside to driving an automatic has always been the lack of control, such as the engine’s tendency to downshift for no reason and then not respond when you need it to the most. Well, Toyota’s six-speed, automatic transmission successfully changed my opinion of automatic cars. The response from the Camry was phenomenal and the optional manual shift with the automatic is a great feature and is very smooth compared to other sport shift models. While the Camry is a little heavy at times, the structure of the vehicle is sound and it holds the road nicely when pushed. And while comfort is an obvious factor, Toyota still managed to keep the suspension tight enough to feel sporty when needed. Thanks to the V6, the Camry has a good pull and can be surprising when leaving a stop. Its responsiveness also makes highway maneuvering a breeze. While not wildly exciting, the Camry does what it’s meant to do; drive like a well-made family sedan… with 268bhp. Bang for buck - 18/20 With some manufacturers, you’re paying for design, while with others, you're paying for horsepower and some engine technology. But with Toyota, you are paying for an entire package. While not perfect yet, the Camry is very close. This is a car that offers what everyone wants: style, comfort, durability, stability, and affordability. And it’s worth the extra money for the V6 model in my opinion -- why not add a little more fun to your functionality? Final score - 84/100 There’s a reason the Toyota Camry has been the No. 1-selling family sedan in America for the past four years, and 2007 should be no exception. The Camry is an excellent choice for both families and the uncommitted. It’s a stylish car that is extremely functional and well-designed. Toyota clearly set out to create a car that would not only appeal to the younger, sportier generation of up-and-coming families, but also to the older, more laid-back generation looking for a reliable, stable automobile. And with an extensive lineup of models, there is a Camry for every taste and need. Toyota is a force to be reckoned with. Honda Accord LX V6MSRP: $25,200Engine: 3.0 liter SOHC 24-valve VTEC V6 Horsepower: 244bhp Torque: 211 lb-ft. MPG: City: 20; Highway: 29 Performance - 19/20 Honda has a knack for creating cars with great overall handling and steering. Despite being a family-sized sedan, the Accord handles like a hatchback; lithe and nimble, it responds wonderfully as long as it's not weighed down with groceries or family members. Heavier loads tend to reduce the Accord to an average humdrum sedan. For added sport quality, Honda offers a manual mode for their automatic: an upgraded six-speed available in the EX-L V6 model that lets the driver really milk the gears and push the Accord to its full power potential, which really is quite impressive. Exterior design - 10/20 The Accord design definitely leaves something to be desired. It’s true, the target audience is not the young, hip X-Y generation, however that’s no reason to design a car devoid of any and all personality. When the beefier back-end design was released in 2006, it was a radical change to the Accord and was overall well-received. Honda should have taken the hint that change is good and continued the trend with the front end. Of all the front-end designs out there today, Honda’s Accord is perhaps one of the most mundane and bland. Futuristic styles are popping up everywhere, yet Honda remains true to the traditional with its simplistic headlights and basic chrome grille. The most attractive angle on the new Accord is most definitely its backside. This sedan’s got some serious “shake-shake-booty.” Wingless, Honda integrated the middle-rear light into the trunk, creating the illusion of a built-in wing, which gives it a subtle sexiness that adds to the rear-end appeal. But besides that, Honda should consider hiring a new design team.  Interior design - 8/10 Everything about the Accord is clean, simplistic and efficient. While it’s appealing to look at, there is nothing overly stylish or artful about the Accord dash or middle console. Both are user-friendly and promote the driver’s full attention on the road instead of on the myriad of buttons and gadgets on the dash. The standard CD player in the LX V6 model is perhaps one of the nicest stereo setups I’ve seen. The screen is large with a clear read out and the symmetrical layout of all the buttons is both aesthetically pleasing and user-friendly. Honda also did a great job integrating lots of storage space in their cabin and designing seats that are comfortable and roomy. Sound system/goodies - 7/10 Speaking to Honda drivers, it seems it’s often hard -- unless finances restrict -- to purchase a Honda without adding something in at the dealer’s. From spoilers to gold exhausts and emblems, Honda offers a myriad of extras for their cars. It’s possible to customize your Accord’s look according to your preferences and truly make it your own. However, when it comes to the sound system, Honda falls short. Their upgrades include an MP3 player, an iPod hookup and a six-disc CD changer. Unlike most manufacturers, Honda hasn’t jumped on the “blow your mind with too much bass and excessive speakers” bandwagon. Driving experience - 18/20 Despite the Accord’s oh-so plain exterior, lurking beneath the hood is excitement just itching to be set free. This sedan, like the Camry, has a good amount of power, and the handling response makes up for its lack of sportiness. As a daily drive, the Accord is an excellent choice. Fuel-efficient and comfortable, it’s the ideal family- and city-driving sedan. Although the optional manual shifting automatic transmission isn’t available on all V6 models, the transmission is still smooth in a way that continues to bring Honda to the top-seller’s list annually. Bang for buck - 10/20 Looking back over the points covered above it might be hard to digest this low score. But it’s also difficult to digest Honda’s high-priced vehicles in such a competitive market. While they do have a great deal to offer -- they’re well-built, they have longevity, market status, and quality -- it’s just not enough. Especially since, as Honda-owners tend to do, you’ll undoubtedly be adding on a few extras which will inevitably raise the price even more. Not to mention Honda’s dated look: It’s almost like purchasing a pre-2004 car if you were basing your judgment on looks alone. Final score - 72/100 The Honda didn’t fair as well as I had anticipated. All the hype Honda has created about itself is almost enough to make you see past its flaws, and perhaps that’s the company’s intentions. While the Honda Accord is a great car as an overall package, when directly compared with other midsized sedans on the road, suddenly it has some stiff competition and I don’t think Honda is quite ready to stand up to the punches. toyota takes the cakeHonda and Toyota are two major manufacturers constantly grappling for the pinnacle of automotive greatness. While Honda has strong brand-recognition and a habit of designing cars that seem to stick around forever, Toyota is quickly rising to the top as the new star for the family sedan. With radical new designs and engineering that pushes the limits, Toyota is stealing Honda’s popularity from under its nose. And while Honda maintains its steady pace in the market, Toyota is rapidly taking over.Resources: http://aol.autos.com/ http://http://www.honda.com/ http://http://www.toyota.com/ Honda Element LX vs. Scion xB If thinking outside the box is good, driving inside the box must be better. At least that’s the idea with the Honda Element and Scion xB. Along the way, they’ve attracted a wider crowd than their intended Generation Y buyers. The Element and xB are fun and practical -- a way to jazz up driving and stand apart without creating irreversible financial damage. Scion’s parent company, Toyota, announced the end of xB production around the end of 2006, but it will be replaced with a new model in 2008. So why involve a lame duck in a comparison? Toyota intends to keep Scion cycles tight, in part to cope with the short attention spans of young buyers. Even though the xB is going away, we still see it as a competent ride. So which is the better ride? I decided to get behind the wheel and compare them with a highly scientific formula of driving, poking and prodding. Here’s how they compare. 2007 Honda Element LXMSRP: $18,900Engine: 2.4 liter, 16-valve, DOHC In-line 4-cylinder Horsepower: 166 @ 5,800 rpm Torque: 161 lb-ft @ 4,000 rpm MPG (city/highway): 21/25 Performance - 15/20The two-wheel drive LX with a five-speed manual transmission makes the most of the 2.4 liter, i-VTEC engine’s 166 horsepower, and allows us to keep the revs high when necessary. Elements with automatics and four-wheel drive inspire less confidence when merging and passing on the highway. However, once up to speed, the engine delivers that typical Honda smoothness. It’s an amazing feat for a four-cylinder engine -- even better than a lot of six-cylinder engines in competitors’ vehicles.Exterior Design - 16/20For 2007, two- and four-wheel drive EX models feature the scratch- and dent-resistant composite body panels that match the body color. Also, in a nod to the street-tuner scene and perhaps as an attempt to sway would-be Scion xB buyers, the two-wheel drive SC edition is offered. It isn’t more powerful than the standard Element, but it tries to look the part with 18-inch wheels, special bodywork that includes body-colored composite panels and other assorted bling. Overall, the lack of any major changes to the Element is to Honda’s credit since there isn’t much to dislike, assuming the design works for you.Interior Design - 8/10Being a Honda, ergonomics are decent, with theater-style seating allowing the rear passengers to get a view of what’s to come. The Element boasts 64-way configurable seating, including fold-flat capability to stretch out and nap. To make the most of its generous 75 cubic feet of cargo space, the rear seats fold up to the side or they can be removed altogether. The clamshell tailgate and cargo hooks further encourage using the space to its full potential. The clamshell rear side doors, on the other hand, are a mixed blessing. Without a conventional B-pillar between the front and rear doors, loading and unloading gear from the sides is convenient. Loading and unloading passengers isn’t as handy, though, since the front doors must be open before the rear doors can operate. Unless everyone’s getting in or out, it behaves like a two-door vehicle. Not a major point of contention, but worth mentioning.Sound System/Goodies - 6/10Honda nicely equipped the Element LX for a base price of $18,900. The extensive list of standard features includes a basic CD player with four speakers, air conditioning, cruise control, four-wheel disc brakes with ABS and brake assist, Vehicle Stability Assist and traction control, tire pressure monitoring, and front side and side curtain air bags.Driving Experience - 15/20I’m lukewarm to the idea of using traditional SUVs for daily duties, but I understand the usefulness of having adequate room when it’s needed. The Honda Element is a great compromise, with more cargo room than a number of sport-utes, good mileage and a cool -- if no longer, more edgy -- look. Its boxiness doesn’t pose a problem in crosswinds as I first suspected. Actually, it handles well in most conditions -- if not amazingly well. Overall, compared to other small SUVs, it feels solid and composed.Bang For Buck - 16/20Honda moves so many units because it delivers reliability and value -- in other words, lower total cost of ownership. With fewer standard bells and whistles and a more aggressive base price, I suspect a few more people of the Generation Y persuasion would be getting into the Element. Remove the target demographic from the equation and the bang for the buck is respectable. I’d like to see a V6 option, but the Element is a solid choice nonetheless.Overall Score - 76/100The Honda Element represents what contemporary SUVs should aspire to be: manageable, stylish, roomy, and practical. All-wheel drive is an option, though the vehicle doesn’t pretend to be raring and ready for mud bogs and sand dunes. It does, however, succeed at its goal of being a modern, youthful, multipurpose vehicle with broad appeal. 2006 Scion xBMSRP: $14,030Engine: 1.5 liter, 16-valve, DOHC 4-cylinder Horsepower: 103 @ 6,000 rpm Torque: 101 lb-ft @ 4,200 rpm MPG (city/highway): 30/33 Performance - 15/20If you stumble upon an xB Release 3.0 edition at the dealer, don’t mistake it for a 3.0 liter. The uniqueness of the 3.0 edition is limited to little more than cosmetics, and it still has the standard 1.5-liter, four-cylinder engine. If that doesn’t sound like much, you’re correct. The VVT-i variable valve timing is no substitute for supercharging or a turbo, but keep the revs up and the xB feels better-endowed than its 103 horsepower and 101 lb-ft of torque. The Vehicle Stability Control and traction control allow exploration of the xB’s surprisingly decent handling without capping the fun too early. When you do pull in the reins, the ABS brakes are up to the task. I was impressed by their feel and fade resistance relative to other vehicles in this class, and one of my biggest peeves, the front-end plow, was minimal under hard braking. The shifter left me a little disappointed: Without the optional TRD shift kit, it felt less precise than other Toyota products, and the throws were longish, making it somewhat of a challenge to maintain revs in the power band between gears.Exterior Design - 17/20With the crosshairs set for Generation Y buyers, Toyota realized that the Scion should be sold in a way that would appeal to its demographic, and not to the demographic that buys Camrys and Land Cruisers. Scion relied heavily on the internet for attracting customers, and once they were in the showroom, sales pressure was virtually nonexistent as cars sold at the advertised price. Since the typical owner is inclined to modify the Scion inside and out, Scion embraced that tendency and offered personalization options straight from the factory.Interior Design - 6/10When Scion states that the xB has room for five, it doesn't mean five defensive linemen. Still, the packaging allows you to schlep four of your moderately proportioned buddies across the city or leave one behind and road trip comfortably. They’ll benefit from theater-style seating, which will keep them perched a little higher than the driver. A curious feature is the off-center control panel on the dash. Scion designed the remaining space in front of the steering wheel for storage, and I’ll admit I got used to that in no time.Sound System/Goodies - 5/10I hope you have a steady right foot, because cruise control isn’t available on the xB, and neither are front or rear side air bags. A high note is the standard six-speaker Pioneer CD sound system, which produces decent sound for a vehicle in this price range. At least, for many owners, it’s adequate until they save enough for the thousand-watt multimedia center that they’re inclined to install.Bang for the Buck - 17/20Despite the omission of cruise and extra air bags, your money is still well-spent. The base price of $14,000 includes the aforementioned CD audio system, safety and traction control, ABS, and air conditioning. That’s nothing short of remarkable for the money. Watch out, though: You’ll have to exercise restraint with the options if price is a priority. You can add nearly $10,000 to the sticker if you check every option.Driving Experience - 18/20Successfully escaping the branding of a “Cute Ute,” the Scion xB has a look only an owner could love. It has an edgy, urban design that hasn’t jumped the shark -- Toyota’s pulling it from the market before that becomes a possibility. The xB doesn’t promise ungodly performance, even though it is great to work the little four-cylinder for all it’s worth, and whip it around curves and corners. Obviously, that cuts into the credible gas mileage, but it’s a small price to pay. Best of all, it gives Generation Y buyers a chance to make a statement with new wheels instead of suffering the indignity of a lame hunk of junk.Overall Score - 78/100Proving that Toyota did its homework to avoid a Chevy Nova-like error in branding, Toyota gave its youth-targeted brand a cool name that happens to signify exactly what it is: "Scion" means the descendant of a successful family. The xB bridges the gap between coolness and modest means.and the winner is…The Scion xB. Close scores for two vehicles with different missions. Both are standouts with attention-getting designs that happen to be extremely practical. No doubt this attracted many of the baby-boomer owners in addition to the intended buyers. Each offers fit finish and materials that are among the best in their class. Reliability is also a shared strong suit. Both are a snap to maneuver in the city and nice on long-distance drives. Behind the wheel, little differences gave xB the edge as a more connected, fun-to-drive vehicle. The Element is a terrific choice for anyone who ventures off pavement now and then, and desires the utility of an SUV without the requisite headaches. The xB is at home on pavement, where 90% of us spend 90% of our time. Even with my gripes regarding the gearshift, the unavailability of some choice equipment and its announced demise, the Scion xB is still the box that rocks.Resources: http://autos.aol.com/ http://automobiles.honda.com/ http://www.scion.com/showroom/xb/gallery/ Toyota Prius vs. Civic Hybrid Every once and awhile, something comes along that takes the world by storm. And while many of these fads are crazes we’d rather forget, there are others that we have fully embraced. The hybrid automobile falls safely into the latter category. In 2001, the Toyota Prius was released worldwide and it was unlike any other automobile, coming equipped with ultra-low emission technology and relying on electronic power. Die-hard automotive enthusiasts condemned the environmentally friendly hatchback at first, but by 2003 nearly 160,000 units had been manufactured for sale in Japan, Europe and North America. Who would have thought this little green-thumbed vehicle would spawn a wave of new hybrid vehicles? Today, the Prius, while still No. 1, has direct competition, such as the Honda Civic Hybrid. While the Civic’s engine differs from the Prius’, the antagonism is there and both cars offer the chance to reduce emissions and drive a stylish, functional and affordable vehicle. With Honda’s popularity in the automotive market and the Civic’s strong social status, the Prius better watch out -- fads are quick to change. 2007 Toyota PriusMSRP: $22,175Engine: 1.5 liter, 16-valve, aluminum DOHC VvT-i 4-cylinder Horsepower: 76 @ 5,000 rpm Torque: 82 lb-ft @ 4,200 Motor: Permanent magnet AC synchronous motor Horsepower: 110 @ 1,200 rpm to 1,540 rpm Torque: 295 @ 0 rpm to 1,200 rpm MPG (city/highway): 60/51 Performance - 15/20The combination of a gasoline and an electric motor is a curious one. While the 1.5-liter gasoline engine only produces 76 horsepower and 82 lb-ft of torque, the car is surprisingly quick when asked to perform. Thanks to the 295 lb-ft of torque produced by the environmentally conscious electric half, the Prius almost feels normal on the road. Reaching highway cruising speeds and merging with traffic is a breeze when the Hybrid Synergy Drive system kicks it into high gear.As a traditional manual driver, the only unusual and perhaps slightly disturbing feature on the Prius is its continuously variable transmission (CVT). While some might refer to this system as elegant, smooth and sophisticated, I’d rather describe it as strange and slightly irritating to listen to when driving, thanks to the gasoline engine. Actually, a CVT helps save on gas mileage in the end, no matter how weird it is. However, for that futuristic bit of engineering, the Prius loses a few points. Exterior Design - 9/20At first glance, the Prius truly is a Frankenstein mix of European and North American design -- and the seams are visible. Perhaps Toyota believed their radical new engine deserved a design so bizarre that it would make the average consumer stop and stare. Their intentions were good, but the outcome was less than desirable.The bulbous shape and stubby front end of the Prius make the car look cramped and uninviting to taller and larger drivers. Head-on, the Prius has zero personality and the simple design doesn’t do justice to the intricate mechanical feats just below its dull hood. The ho-hum feeling continues along the length of the car to the back end where the hatchback abruptly ends in a mock-trunk design. The taillights are an attempt at style, but the effect is lost thanks to the boring look of this "futuristic" car. Interior Design - 7/10At first glance, the interior design seems drab, but a second look will reveal a design that is intriguing and very well done. The lines are clean, the buttons and knobs are all accessible and the centered control panel actually improves the driver's focus on the road. A navigational package is available, which nicely compliments the interior; however, without it the dash is lacking in personality.The Prius seats two adults and two kids nicely, but squeeze a couple of adults in the back seat and the suspension suffers. Again, the seats are very simple in design and aren’t made to hold you in place -- so hold back on the corners. Sound System/Goodies - 9/10The base-model Prius comes nicely equipped with power windows, locks and mirrors; automatic climate control; a steering wheel that features at-your-fingertips audio and climate control buttons; cruise control; trip computer; 15-inch aluminum wheels; and a six-disc CD player. But if all that isn’t enough, Toyota has provided four packages per model that may include options from a backup camera to a voice-activated DVD navigational system.The standard sound system is typical to any economy car. However, if the soundtrack to your life must be played in full force with ample bass and proper treble, then Toyota offers a package that includes a JBL AM/FM six-disc in-dash CD changer with nine speakers and the ability to playback MP3/WMA files, as well as satellite radio. Drive Experience - 14/20I love the idea of saving our environment, but I also love to drive. Unfortunately, that’s where the Prius loses me. It should be a blast to drive because it’s a small hatchback, and hatches usually maneuver easily through traffic -- and parking is often a dream -- but the lack of power is noticeable when compared to gas-powered cars (not to mention the CVT that’s just plain creepy).With gas prices what they are, the low mileage is almost enough to make me fall in love with the Prius and forget about gas-guzzling cars... almost. Ultimately, drive experience is just that, an experience. Bang For Buck - 17/20The Prius deserves some serious respect for being the first Hybrid Synergy car to hit the market. It may lose points for its exterior design and driving experience, and it may seem a little abnormal, but overall it does what it’s meant to do. Moreover, it comes with a list of standard features longer than some manufacturers’ extras list, and it's affordable. On the whole, the Prius is an excellent choice for the price.Overall Score: 71/100The Prius lost valuable points thanks to its horrendous exterior design and decidedly strange driving experience. While it is the first of its kind and should be given its dues, the Prius still has some room for improvement. New technology often takes a few attempts to get it right. I definitely think Toyota needs to sit down and work on this project; 71% only warrants a B- and I doubt the engineers at Toyota would settle for this final grade. 2007 Honda Civic Hybrid MSRP: $22,600 Engine: 1.3 liter, 8-valve SOHC, Inline 4-cylinder i-VTEC Horsepower: 110 @ 6,000 rpm Torque: 123 lb-ft @ 1,000 to 2,500 Motor: Permanent magnet motor MPG (city/highway): 49/51 Performance - 16/20Just because a car is fuel-efficient and emission-safe doesn’t mean it should double as a snail on the road. Unfortunately, the Honda Civic Hybrid is a snail. The small 1.3-liter engine has little to give and merging into highway traffic can be difficult. Unlike the Prius that had that nice little kick to it, the Civic just seemed heavier and not as spirited when accelerating.Also, the Civic boasted the same CVT as the Prius -- holding revs steadily as the speed continued to rise. While it makes the ride smooth, it is something that takes some time to adjust to. For its lack of spirit and strange transmission, the Civic lost some performance points, but the Hybrid makes up for its sluggish behavior with its impressive miles-per-gallon rating, which is noticeably better than the Prius’. Exterior Design - 16/20Through the years, Honda has put the Civic under the knife many times. From face lifts to lyposuction, this sedan has had it all. Finally, this sedan reached the pinnacle of vehicular beauty (as far as the Honda Civic is concerned) with its 2006 design.This time around, Honda has designed a Civic that is noticeable and memorable without over doing it in the least -- Toyota should take notes. From the aggressive front nose to the seemingly raised and stylishly angular back end, the Civic Hybrid is something to behold. The lines of the car are strikingly seductive and the car has an air of speed about it, which will be dismissed once driven. If this design is any indication of what Honda has in store for the future, they’re definitely on the right track and headed straight for stardom. Interior Design - 8/10The futuristic, modern feel of the exterior design flows nicely into the Hybrid’s interior. The dash is nearly traditional and yet it’s upgraded in such a way that it’ll make you stop in awe. The two-tiered, digital read-out speedometer is perhaps the coolest feature and the blue dash lights are just fantastic.Everything about the dash and middle console is high-tech and forward-thinking in design and functionality. Even the steering wheel has an artsy, modern look to it, yet maintains that gadget-like feel with multiple buttons to keep everything at your fingertips. The bolstered seats and sleek interior doors complete the modern ensemble. Where the Hybrid loses a few crucial points is the overall size of the dash. When sitting in the driver’s seat of the Hybrid, it is like looking out the windshield of a minivan. The dash just goes on and on. What a waste of space. True, the double-decker dash display takes up a lot of room, but was it necessary to stretch it out that far? It’s not all about length, you know. Sound System/Goodies - 5/10Honda always lacks in this area. It’s almost as if they know their cars are one of the top vehicles to modify.The base sound system is ordinary and lacking in depth, which can be corrected with optional speakers, an eight-disc CD changer, Honda Music Link (for iPod connectivity), and XM Satellite Radio -- all for around $1,700. Overall, Honda doesn’t have any other exciting extras to offer their consumers -- save for the navigational package that doesn’t even offer Bluetooth cell phone integration. Drive Experience - 15/20Once again, the lack of power that comes with driving a hybrid has caused this vehicle to lose valuable points in driving experience. Overall, the feel of the Civic Hybrid is great; it handles well in traffic, the suspension is good and the steering is responsive. The interior -- which is nearly saturated with technology and funky designs -- also makes for a pleasant driving experience.Unfortunately, the CVT rears its ugly head again in this hybrid and causes some discomfort; however, the added fuel efficiency given by this transmission should make up for its apparent strangeness. Also, the switch from gas to electric is completely flawless. The only indication that the Hybrid is no longer running on gas is a light on the dash indicating the transition has been made. While this light is quite informative and great to have, it also conjures up thoughts of engine trouble each time it flashes and it takes some getting used to. Bang for Buck - 17/20Overall, the Honda Civic Hybrid is a nice little package. This sedan lets you save the planet while still fitting in with the masses thanks to its flashy yet nondescript, sedan-like exterior. Honda has had a good thing going with the Civic for years, and the Hybrid is an excellent addition to the family. Brand recognition alone is enough to get the Hybrid to the top, but its styling and engineering will definitely help it along the way. The Civic Hybrid is definitely a force to be reckoned with and worth the money for a great-looking, environmentally friendly ride.Overall Score - 77/100Honda did a great job creating a green-conscious vehicle that isn't so drastically different in design and engineering that it would scare away the average consumer. They definitely deserve a gold star for their exterior design, but lost some serious points with their lack of goodies and the sound system. Honda is continuously lacking in this department and they should take this B+ grade as a sign that something should be done.and the winner is…Trends may come and go, and while some are best left forgotten, others are definitely worth maintaining and improving upon -- like the hybrid vehicle. The technology is evolving, changing and improving each year, and Toyota better be ready for it.Being the first model out there gained the Prius some serious recognition and a band of loyal followers, but other manufacturers are quickly catching on and using the latest technological advances in hybrid engineering to their advantage. Honda has done just that, and created a formidable opponent to the Prius -- and while both are similar in engineering, their personalities might just be what sells it for you. So get behind the wheel and save the planet while you're at it. Resources: http://autos.aol.com/
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