BMW 330i
We regularly receive hate mail that rudely suggests we are on BMW's payroll. Indeed, we have selected the 3-series as one of our 10Best Cars for 16 consecutive years. During that time, we've also thrown 3-series Bimmers into 24 comparisons and awarded first places to 15 of them. And we've conducted long-term tests of 3-series four-doors and their M3 versions in the previous E36 and E46 generations. So it will surprise no regular reader that when the current E90 generation appeared in the summer of 2005, we requested an example for our long-term fleet.
Our Monaco Blue Metallic 330i four-door arrived at our Hogback Road office on December 20. It stickered at $42,415, including $1600 for the Car and Driver-mandatory Sport package (18-inch wheels, sport suspension, sport seats, and leather sport steering wheel), $1450 for beige leather upholstery, $1000 for the Cold Weather package (seat heaters, headlight washers, and the ski-bag/folding-rear-seat combination), $595 for pay radio (Sirius), and $475 for the metallic paint.
Comparo: 2005 Acura TL v 2005 Audi A4 v 2006 BMW 330i v 2005 Cadillac CTS v 2005 Infiniti G35 v 2006 Lexus IS350 v 2005 Saab 9-3 v 2005 Volvo S60R Specialty File: Active Autowerke Supercharged BMW 330iA Road Test: BMW 330i with Performance Package Comparo: 2002 Audi A4 v 2002 BMW 330i v 2002 Cadillac CTS v 2002 Jaguar X-Type v 2002 Lexus IS300 v 2002 Lincoln LS v 2002 Saab 9-3 Comparo: 2001 BMW 330xi v Subaru WRX v Audi S4 BMW 330i After putting a quick 2135 miles on the 330, we took it to the test track where we measured a 0-to-60 time of 5.6 seconds and a quarter-mile of 14.4 seconds at 98 mph. That's real performance progress, as those figures are quicker even than an E36 M3's. Our 330i's chassis was equally impressive, not giving up in corners until 0.89 g was reached and stopping from 70 mph in the outstandingly short distance of 154 feet. Thanks to the higher-performance tires in the Sport package, the 330i's speed governor was raised from 130 to 148 mph, which our example easily achieved. We'd say this 330i's performance lived up to its sports-sedan rep in every way. Our impressions from the driver's seat were even more positive. Despite the 3.0-liter six-cylinder engine's 6600-rpm power peak, it produced strong thrust across the rev range, reducing the need to row its smooth and precise gearbox. The steering feel was excellent, and the car responded to inputs eagerly, accurately, and naturally. And the chassis was always eager to be leaned on, delivering its tenacious grip with steady balance and great stability. Related Content:Comparo: 2005 Acura TL v 2005 Audi A4 v 2006 BMW 330i v 2005 Cadillac CTS v 2005 Infiniti G35 v 2006 Lexus IS350 v 2005 Saab 9-3 v 2005 Volvo S60R Specialty File: Active Autowerke Supercharged BMW 330iA Road Test: BMW 330i with Performance Package Comparo: 2002 Audi A4 v 2002 BMW 330i v 2002 Cadillac CTS v 2002 Jaguar X-Type v 2002 Lexus IS300 v 2002 Lincoln LS v 2002 Saab 9-3 Comparo: 2001 BMW 330xi v Subaru WRX v Audi S4 BMW 330i None of this surprised us, given the 3-series' legendary sports-sedan status. But what astonished just about everyone who drove the car was its comfort and usability as an everyday driver. "The car absorbs bumps and expansion joints yet never pitches or rolls much," observed former associate technical editor Robin Warner. After a 1300-mile round trip from Ann Arbor to Virginia International Raceway, I noted that the BMW's "uncanny combination of control and compliance takes the fatigue out of driving this car." Over the years, 3-series sedans have also been excellent examples of packaging efficiency, and this latest version is no exception. "This car proved to be just as comfortable for three adults as it is for two," observed Warner, who also took the car out west for a winter trip and reported that "the folding rear seats made it easy to carry snowboards and equipment in the back." One unexpected virtue of this latest 330i was its outstanding fuel economy. Our logbook was brimming with comments about the car's highway mileage. Online deputy editor Dave VanderWerp got 33 mpg while averaging more than 80 mph. That's amazing, even allowing for the 330i's optimistic speedometer, which reads 4 mph high at 80 mph. Related Content:Comparo: 2005 Acura TL v 2005 Audi A4 v 2006 BMW 330i v 2005 Cadillac CTS v 2005 Infiniti G35 v 2006 Lexus IS350 v 2005 Saab 9-3 v 2005 Volvo S60R Specialty File: Active Autowerke Supercharged BMW 330iA Road Test: BMW 330i with Performance Package Comparo: 2002 Audi A4 v 2002 BMW 330i v 2002 Cadillac CTS v 2002 Jaguar X-Type v 2002 Lexus IS300 v 2002 Lincoln LS v 2002 Saab 9-3 Comparo: 2001 BMW 330xi v Subaru WRX v Audi S4 BMW 330i and VW New Beetle 1.8T , which are considerably smaller and slower. Interestingly, our long-term 1999 BMW 328i -the previous-generation E46-also delivered 25 mpg, but compared with this current E90, it was shy 62 horsepower and almost a full second to 60 mph. What was not to like? A couple drivers complained that the seats in our $42,415 Bimmer didn't offer any lumbar support. Most of us, however, found the seats to be superbly comfortable. Car wrangler K.C. Colwell raved, "The seats are amazing." Although we purposely didn't order iDrive on this 330i, many of our other nit-picky complaints centered on automatic features in which the car tries to think for the driver. A couple of us thought the automatic day/night rearview mirror changed modes too slowly. The automatic wipers often chose a speed that wasn't what we wanted. Finally, the dynamic cruise control (unlike adaptive systems) doesn't try to maintain a radar-measured space behind the vehicle in front of the 330i, but it still irritated us by applying the brakes when we'd get more than a couple mph above the set speed, such as down a steep hill. We prefer to do such things for ourselves when we deem them necessary. One nonelectronic complaint involved the tendency of the cup holders to launch empty beverage containers like Polaris missiles. Related Content:Comparo: 2005 Acura TL v 2005 Audi A4 v 2006 BMW 330i v 2005 Cadillac CTS v 2005 Infiniti G35 v 2006 Lexus IS350 v 2005 Saab 9-3 v 2005 Volvo S60R Specialty File: Active Autowerke Supercharged BMW 330iA Road Test: BMW 330i with Performance Package Comparo: 2002 Audi A4 v 2002 BMW 330i v 2002 Cadillac CTS v 2002 Jaguar X-Type v 2002 Lexus IS300 v 2002 Lincoln LS v 2002 Saab 9-3 Comparo: 2001 BMW 330xi v Subaru WRX v Audi S4 BMW 330i At least four times, the 330i's air conditioner mysteriously stopped making cold air. Turning off the A/C for about 15 minutes and then switching it back on got it working again, but the problem was too sporadic to attempt a diagnosis. At about 38,000 miles, the 330i failed to start because the slot for the ignition fob had broken. It was fixed under warranty, although a $204 wheel alignment, motivated by complaints about tramlining, was not. Neither was the replacement of the $284 windshield that broke after a nameless junior staffer accidentally knocked the rearview mirror off and tried to pound it back into position (it was later successfully reattached using less Neanderthal-like techniques, but by then the damage had been done). We also replaced a right-rear Dunlop Winter Sport M3 tire that started leaking air and was missing a big chunk. A new one set us back $319. All told, these faults were outweighed by the 330i's overall satisfaction. VanderWerp summed it up for all of us: "This is simply the best daily driver on the market-the ideal blend of sport, luxury, practicality, and excitement." And, no, Dave's bank account shows no evidence of any sudden, major, unexplained deposits. Related Content:Comparo: 2005 Acura TL v 2005 Audi A4 v 2006 BMW 330i v 2005 Cadillac CTS v 2005 Infiniti G35 v 2006 Lexus IS350 v 2005 Saab 9-3 v 2005 Volvo S60R Specialty File: Active Autowerke Supercharged BMW 330iA Road Test: BMW 330i with Performance Package Comparo: 2002 Audi A4 v 2002 BMW 330i v 2002 Cadillac CTS v 2002 Jaguar X-Type v 2002 Lexus IS300 v 2002 Lincoln LS v 2002 Saab 9-3 Comparo: 2001 BMW 330xi v Subaru WRX v Audi S4 BMW 330i Our maintenance cost for the 330i was zero, owing to the four-year/50,000-mile free-maintenance program standard with the 330i. BMW is the only carmaker to do so, and this benefit pays off, given the $105-an-hour labor rate at our local dealership. In any case, these services tend to be far between if your miles are on the highway because the BMW employs an algorithm to determine oil-change intervals based on total miles, cold starts, and peak oil temperatures. Our first oil change wasn't required until 19,098 miles, and the second came at 34,740 miles. Oddly enough, the system called for an additional service and inspection at 30,000 miles, although no oil change was required or performed. We had to make two unscheduled visits to the dealership toward the end of the BMW's time with us. At about 37,000 miles, we noticed a grinding noise from the rear. It turned out that the left-rear wheel bearing had failed. At about the same time, several buttons on the climate-control system had gotten stuck. The dealer replaced the bearing and the control panel under warranty. Unfortunately, while replacing the bearing, the dealer broke a wheel-speed sensor, which required a return visit (not considered an unscheduled stop) a week later. Related Content:Comparo: 2005 Acura TL v 2005 Audi A4 v 2006 BMW 330i v 2005 Cadillac CTS v 2005 Infiniti G35 v 2006 Lexus IS350 v 2005 Saab 9-3 v 2005 Volvo S60R Specialty File: Active Autowerke Supercharged BMW 330iA Road Test: BMW 330i with Performance Package Comparo: 2002 Audi A4 v 2002 BMW 330i v 2002 Cadillac CTS v 2002 Jaguar X-Type v 2002 Lexus IS300 v 2002 Lincoln LS v 2002 Saab 9-3 Comparo: 2001 BMW 330xi v Subaru WRX v Audi S4 BMW 330i At least four times, the 330i's air conditioner mysteriously stopped making cold air. Turning off the A/C for about 15 minutes and then switching it back on got it working again, but the problem was too sporadic to attempt a diagnosis. At about 38,000 miles, the 330i failed to start because the slot for the ignition fob had broken. It was fixed under warranty, although a $204 wheel alignment, motivated by complaints about tramlining, was not. Neither was the replacement of the $284 windshield that broke after a nameless junior staffer accidentally knocked the rearview mirror off and tried to pound it back into position (it was later successfully reattached using less Neanderthal-like techniques, but by then the damage had been done). We also replaced a right-rear Dunlop Winter Sport M3 tire that started leaking air and was missing a big chunk. A new one set us back $319. All told, these faults were outweighed by the 330i's overall satisfaction. VanderWerp summed it up for all of us: "This is simply the best daily driver on the market-the ideal blend of sport, luxury, practicality, and excitement." And, no, Dave's bank account shows no evidence of any sudden, major, unexplained deposits. Related Content: RANTS AND RAVESDAVE VANDERWERP ROBIN WARNER TONY SWAN STEVE SPENCE K.C. COLWELL LARRY WEBSTER BAUBLES AND BOLT-ONSSHORT-SHIFT KIT: Among the 330i's controls, only the long throws of its six-speed manual gearshift gave some of us pause. Online owners' forums steered us to Rogue Engineering (www.rogueengineering.com), whose short-shift kits are set apart by the addition of a heavier (by about a pound) selector rod-which connects the shifter to the transmission-that the company says is used to offset some of the increased effort that inevitably results from a shorter shift lever. We installed the $295 kit ourselves (step-by-step instructions are provided). It took about an hour, using a hydraulic lift. The Rogue setup provided significantly shorter throws while eliminating any rubbery feel. Effort is increased slightly, and the shifter clicks more positively into gear, at the expense of some of the stock shifter's smoothness. Many staffers thought it felt similar to the shifter on the 2003-05 330i with Performance package-that's a good thing. CELL-PHONE CUP: Yes, we know that making phone calls while driving is distracting. But we all do it to extract some productivity from long highway slogs. One way to minimize the distraction is to program your phone's memory so you aren't trying to drive while balancing an open phone book on your thighs and punching in a 10-digit number. Another is to keep your phone in an easy-to-reach location, so that when it rings, you aren't excavating a jam-packed purse or briefcase at 80 mph. The solution is simply to use a cup holder. A small-size coffee cup will hold a cell phone nicely in a pop-out dash holder such as the one in the 330i. A certain amount of experimentation will reduce the squeaking noises generated by the phone moving around in the cup. We've had good results with cups from Caribou Coffee. Of course, if you're dumb enough to yap while trying to turn left from a side street leading onto a busy six-lane thoroughfare, you need more help than a cell-phone cup. Comparo: 2005 Acura TL v 2005 Audi A4 v 2006 BMW 330i v 2005 Cadillac CTS v 2005 Infiniti G35 v 2006 Lexus IS350 v 2005 Saab 9-3 v 2005 Volvo S60R Specialty File: Active Autowerke Supercharged BMW 330iA Road Test: BMW 330i with Performance Package Comparo: 2002 Audi A4 v 2002 BMW 330i v 2002 Cadillac CTS v 2002 Jaguar X-Type v 2002 Lexus IS300 v 2002 Lincoln LS v 2002 Saab 9-3 Comparo: 2001 BMW 330xi v Subaru WRX v Audi S4 BMW 330i Hyundai Sonata LX
In our ultra-luxurious Hogback Road offices-featuring gray outdoor carpeting from Home Depot-there's a big sign-out board that identifies the test cars in our custody and shows which staffers are driving them. When our long-term Hyundai arrived, an "r" somehow got inserted into its model name. Why should automotive journalists know how to spell, right? After that, we referred to our "Sonatra" as Frank, who went on to spend 16 months with us.
During that spell, the silver Sonata LX V-6 averaged 23 mpg (versus EPA ratings of 20 mpg city and 30 mpg highway) and even after 40,000 miles was capable of galloping to 60 mph in 6.7 seconds, making it as quick as the last Honda Civic Si we tested. Frank wasn't as flashy as most of his other long-term stablemates and thus made fewer major treks, although he did wind up in Patrick Bedard's Arizona garage for a few months, made three trips to Wisconsin, and was twice in Florida, including spring break in Daytona. After that, the cockpit smelled as if it had pulled an all-nighter with the Rat Pack-we were afraid to ask for details-and a thorough disinfecting was ordered. Download the initial test sheet and the final test sheet. What's hugely endearing about the Sonata is that it's such an honest product-no electronic gimcrackery, controls that are straightforward and easy to understand, a low cowl that engenders visibility, a cushy ride, and that old Hyundai fallback: a whole lot of stuff for not much money.
Related Content: Then there's that aluminum 235-horse, 3.3-liter V-6, which is as quiet at 70 mph and at wide-open throttle as a BMW 335i's and is way, way quieter at idle. It performs other BMW-ish feats, too, such as pulling the Sonata all the way to 144 mph or, if you're caught on photo radar in Scottsdale, 147 mph [Car News, C/D, April 2007]. All of that for a paltry $23,495 in 2006 or $23,645 today.
Related Content: Otherwise, our complaints included a driver's-side wiper that was tapping the top of the A-pillar. Everyone bitched about an overly sensitive sensor in the passenger seat that triggered a seatbelt warning light even if something as insubstantial as a briefcase was resting on the cushion. There were several gripes that the transmission was slow to shift. The steering was a tad too quick just off-center. And the AM-radio reception was mysteriously subpar. Still, what's most important is that the Sonata evinced no mechanical treachery, requiring scheduled maintenance only. Two items in that schedule, however-a fuel filter and "fuel-tank air filter" (whatever that is)-set us back $336. Notes in the logbook indicated that our local Hyundai dealer was thorough, pleasant, quick, and "actually made all the inspections that were promised." In total, this sedan was well-behaved and inexpensive to operate.
As is true with all Hyundais, the Sonata still carries some of that old built-in-Korea baggage, even though it is assembled in Alabama. Automotive Lease Guide projects that Honda's vehicles, after 36 months, will hold 53.7 percent of their original value, whereas Hyundai's will hold only 42.6 percent. If we apply those projections to the Sonata versus an Accord, you'll experience $2500 more depreciation over three years with the Hyundai. It also proves that stigmas, like Samsonite, are hard to break. It hasn't been until this latest Sonata that Honda and Toyota engineers have likely paid much attention to it. We guarantee it's now a thorn in their sides and that they're losing sleep over how good the next-generation Sonata might be.
Related Content: RANTS AND RAVES
PATRICK BEDARD JARED GALL
CSABA CSERE DAVE VANDERWERP
Related Content: BAUBLES AND BOLT-ONSANTI-BLIND-SPOT ADJUSTERS: We installed a device called LaneFX by Drivaware of Ann Arbor, Michigan (866-452-6339; www.lanefx.com). It automatically moved both side-view mirrors a few degrees outward every time the turn signal was triggered. The mirrors would thus sweep to the Sonata's blind spots, briefly remain stationary, then return to their original positions. In fact, the system saved some head turning, at least once you learned to trust it. But after about an hour of use, the mirrors, millimeter by millimeter, would creep out of their original positions, and repositioning was necessary. What's more, the motors that operated the mirrors-at least on our Sonata-made a raspy whir, and listening to that whir 50 or so times an hour became annoying. This may not have been a problem on, say, a luxury car, whose motors are quieter and better isolated. Those who piloted the Sonata around town mostly disliked the LaneFX adjusters; those who cruised long distances on freeways mostly liked them. All of us agreed there should have been some sort of handy switch to disable the system entirely. But we also agreed the adjusters hold more potential than, say, Volvo's blind-spot system, which consists merely of red warning lights that can't actually show you what's lurking unseen. We could envision a more refined version of the LaneFX winding up as a manufacturer-installed option. The hardware comprises a control box about the size of two cigarette packs, mounted in the glove box.
STEERING-WHEEL LOCK: The Wrap, by Blockit & Lockit Systems of Billings, Montana, is a variation on the ubiquitous steering-wheel lock, although it includes flashing LEDs in case the thief didn't already notice the device's fluorescent-yellow covering. Once the Wrap is clamped in place, you lock it with a key, which also arms it. Or you can arm it via remote control using a bulky black fob. Then if anyone messes with the wheel, a motion detector instructs the red LEDs to pulse more rapidly, suggesting to the perp that he should try to find employment at the nearest Pizza Hut. But if he persists, an alarm sounds, making the noise of 200 robins chirping simultaneously. The Wrap is powered by four AA batteries, or you can plug it into your car's 12-volt outlet. Of course, even if the LEDs and alarms are dead or disarmed, the device remains attached lamprey-like and would probably require construction equipment to dislodge. We paid $69.95 for our Wrap (888-656-6156; www.wrap1.com), which included two remote fobs and keys. It was simple to use and at least looked like it meant business, although we were annoyed that the green button on the fob armed the device and the red button disarmed it. That's backward. Related Content:Comparo: Honda Accord v Ford Fusion v Hyundai Sonata v Toyota Camry Spied: 2009 Hyundai Genesis Comparo: Sebring v Accord v Optima v Altima v Aura v Camry Car News: The 147-mph Hyundai Sonata Feature: The Quickest Cars of 2007: $20,000 to $25,000 Exposed: 2008 Honda Accord 2006 Hyundai Sonata LXVEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan PRICE AS TESTED: $23,495 (base price: $23,495) ENGINE TYPE: DOHC 24-valve V-6, aluminum block and heads, port fuel injection TRANSMISSION: 5-speed automatic with manumatic shifting DIMENSIONS: PERFORMANCE: NEW: 40,000 Zero to 60 mph: 6.6 sec 6.7 sec Zero to 100 mph: 17.9 sec 18.0 sec Zero to 120 mph: 29.2 sec 29.2 sec Street start, 5-60 mph: 7.1 sec 7.1 sec Standing ¼ mile: 15.2 sec @93 mph 15.2 sec @93 mph Braking, 70-0 mph: 173 ft 182 ft Roadholding, 300-ft-dia skidpad: 0.81g 0.79g Top speed (governor limited): 144 mph 144 mph EPA fuel economy, city driving: 20 mpg WARRANTY: OPERATING COSTS (FOR 40,000 MILES): LIFE EXPECTANCIES (ESTIMATED FROM 40,000-MILE TEST): WHAT BITS AND PIECES COST: MODEL-YEAR CHANGES: Comparo: Honda Accord v Ford Fusion v Hyundai Sonata v Toyota Camry Spied: 2009 Hyundai Genesis Comparo: Sebring v Accord v Optima v Altima v Aura v Camry Car News: The 147-mph Hyundai Sonata Feature: The Quickest Cars of 2007: $20,000 to $25,000 Exposed: 2008 Honda Accord Honda Ridgeline RTLWhen the then-new Honda Ridgeline emerged as the winner of a five-vehicle comparison test a couple years back ["Do-It-All Compact Pickups," June 2005], our mailbags (both snail and cyber) overflowed with outrage. The essence of this bilious tide of correspondence was that "this thing you weirdos call a truck" is not a truck at all but some sort of car decked out in pickup drag and therefore an insult to all true truckers. At the conclusion of that test, our take on the car-or-truck issue was this: "Who cares?" And now, after two years and 40,000 miles with a Ridgeline, we heartily endorse the finding of that '05 comparison-test crew: "Let's appreciate the Ridgeline for what it is: a new type of utility vehicle." Hey, even the state of Michigan, which has more than a little motor-vehicle experience, is confused about the Ridgeline's classification. Our tester's registration documents describe it as a "station wagon."
Talk back in the forums:
Comparo: Colorado LS v Dakota SLT v Ridgeline RTS v Frontier LE v Tacoma SR5 Auto Show: 2008 Dodge Dakota News: First Suzuki Pickup Long-Term Test: Toyota Tacoma Double Cab 4X4 V-6 Long Bed True truckers might also sneer at the Ridgeline's smallish cargo bed. It's a little narrower than other mid-size-pickup beds, but there's ample space between the fender wells (49.5 inches). At 60.0 inches, it's also short, and even with the two-way tailgate open in the horizontal position, a four-by-eight sheet of building material will overlap the gate's end by 17 inches. So, not a good choice for someone in the home-building trade. Even though all-wheel drive is standard, there's no low-range feature for creeping in tough job-site terrain-our '05 comparo rated the Ridgeline least comfortable with off-road duty-and, of course, no one, true trucker or poultry inspector, has ever called the Ridgeline pretty. In fact, the U-word-ugly-pops up often in our test truck's logbook.
Talk back in the forums:
Comparo: Colorado LS v Dakota SLT v Ridgeline RTS v Frontier LE v Tacoma SR5 Auto Show: 2008 Dodge Dakota News: First Suzuki Pickup Long-Term Test: Toyota Tacoma Double Cab 4X4 V-6 Long Bed Just about everyone who drove the Ridgeline was pleasantly surprised by its agility, and all occupants had good things to say about its ride quality. Sometimes they even forgot to add the "for a truck" disclaimer, and one logbook scribbler thought it behaved "like a tall Accord." Inevitably, there were a few niggling gripes. For example, after creeping blindly through a frog-strangling downpour, one logbook diarist thought the windshield wipers' fast setting was hard to distinguish from the slow one. Another thought the side mirrors needed to be bigger to illuminate the substantial blind spots created by the flying-buttress C-pillars (there were several mentions of this design-imposed drawback).
Talk back in the forums:
Comparo: Colorado LS v Dakota SLT v Ridgeline RTS v Frontier LE v Tacoma SR5 Auto Show: 2008 Dodge Dakota News: First Suzuki Pickup Long-Term Test: Toyota Tacoma Double Cab 4X4 V-6 Long Bed Cosmetics aside, it's always easy to develop warm feelings about a vehicle that refrains from calling in sick, and in this sense, the Ridgeline, like other Hondas we've encountered over the years, had an attendance record that was all but perfect. The only unscheduled dealer visit occurred at 2586 miles when a staffer managed to break the hood-release handle on a cold February morning. He was trying to thaw the Ridgeline's frozen windshield washer nozzles and first attempted to get the washers to function by dousing them with hot coffee. Frustrated when this zany cure failed to produce the desired result, he decided to take a look at the washer-fluid reservoir and snatched the hood release handle with an excess of irritation-enhanced force. Whereupon it detached from the cable, provoking colorful language from our colleague. The hood-release mechanism was restored under warranty at no cost. Beyond that, all service visits were for scheduled maintenance. There were five, plus another for installation of some Honda accessories [see Baubles and Bolt-Ons]. The total for the five routine service visits over the course of the test was $387. Talk back in the forums: Comparo: Colorado LS v Dakota SLT v Ridgeline RTS v Frontier LE v Tacoma SR5 Auto Show: 2008 Dodge Dakota News: First Suzuki Pickup Long-Term Test: Toyota Tacoma Double Cab 4X4 V-6 Long Bed Beyond the Ridgeline's unfailing readiness, we were also impressed with its all-around durability. The original tires (Michelin LTX M/S), for example, were still in good shape at 40,000 miles and produced better stopping distances at the end of the test (180 feet) than they had at the outset (195 feet). In addition, brake-pad wear was negligible-surprising in view of the Ridgeline's extensive towing duties. We were also pleased, although not surprised, to see that the performance of the Ridgeline's 247-hp, 3.5-liter V-6 was more robust at 40,000 miles than it was at the 1390-mile initial test: 0 to 60 mph in 8.1 seconds new, 7.8 seconds at the conclusion of this long-term test. Just as significant, the Ridgeline seemed just as new at 40,000 miles as it did when it actually was new-no squeaks, no rattles, no loose trim pieces, no mechanical idiosyncrasies, with the feel of something carved from a single chunk of billet. It might not be a "real" truck, and it might not be pretty. But of vehicles in its size class, we can't think of any others that deliver a more comprehensive menu of all-around utility attributes. Proving once again that you don't have to be beautiful to be brilliant. Talk back in the forums: Comparo: Colorado LS v Dakota SLT v Ridgeline RTS v Frontier LE v Tacoma SR5 Auto Show: 2008 Dodge Dakota News: First Suzuki Pickup Long-Term Test: Toyota Tacoma Double Cab 4X4 V-6 Long Bed RANTS AND RAVESDAVE VANDERWERP Talk back in the forums: Related Content: BAUBLES AND BOLT-ONSACCESSORY GRILLE: Given all the unkind remarks concerning the Ridgeline's unique styling, we thought a small attempt at beautification couldn't hurt. Unfortunately, the Honda Ridgeline accessories catalog didn't yield much help. The only piece that looked like a good bet was a substitute grille ($299, part number 08F21-SJC-100; now standard on the RTX model). The stock grille looks as though it might have been inspired by the heating element in a 1950s deep-fat fryer. The accessory version is more conventional, with Honda's silver-H logo floating on a black mesh background. Both grilles, stock and accessory, are plastic, secured by clips and nine screws. However, swapping them isn't quite that simple, since getting at the grille involves removing the entire front bumper, a job the dealer performed for $67. Although Dan Winter-the art-department home slice who lobbied for the substitute grille-likened the upgrade to "putting lipstick on a pig," we think it's a worthwhile improvement on the Ridgeline's front end. And we should note that Winter is among the staff's biggest Ridgeline fans. UNDER-BED-TRUNK CARPET AND DIVIDER TRAY: As nifty as it is, the Ridgeline's subcargo-bed trunk is like any other when smallish objects are tossed in there loose, especially objects that are hard and prone to slide or roll when the vehicle is cornering. There are two Honda accessory solutions to this problem: a carpeted mat that fits snugly into the bottom of the trunk to cushion stuff that might be sliding around in there and a divider tray for organizing and securing small objects you don't want sliding at all. This is also designed to fit snugly in the bottom of the trunk, and we opted to cushion the divider tray with the carpet The carpet and the divider tray sell for $59 each. Installation poses no challenge and will save you $8 per item. Talk back in the forums: Comparo: Colorado LS v Dakota SLT v Ridgeline RTS v Frontier LE v Tacoma SR5 Auto Show: 2008 Dodge Dakota News: First Suzuki Pickup Long-Term Test: Toyota Tacoma Double Cab 4X4 V-6 Long Bed 2006 Honda Ridgeline RTLVEHICLE TYPE:front-engine, 4-wheel-drive, 5-passenger, 4-door truck PERFORMANCE: NEW 40,000 Zero to 60 mph: 8.1 sec 7.8 sec Zero to 100 mph: 24.3 sec 23.6 sec Street start, 5-60 mph: 8.5 sec 8.1 sec Standing ¼ mile: 16.4 sec @85 mph 16.1 sec @85 mph Braking, 70-0 mph: 195 ft 180 ft Roadholding, 300-ft-dia skidpad: 0.78g 0.81g Top speed (governor limited): 110 mph 110 mph EPA fuel economy, city driving: 16 mpg WARRANTY: OPERATING COSTS (FOR 40,000 MILES): LIFE EXPECTANCIES (ESTIMATED FROM 40,000-MILE TEST): Talk back in the forums: Comparo: Colorado LS v Dakota SLT v Ridgeline RTS v Frontier LE v Tacoma SR5 Auto Show: 2008 Dodge Dakota News: First Suzuki Pickup Long-Term Test: Toyota Tacoma Double Cab 4X4 V-6 Long Bed Mercedes-Benz CL600The 2007 Mercedes CL600 is so determined to reach the horizon when you step on its accelerator that it barely pauses for breath. Automatic gearshifts pop off one after another, but the onward rush is hardly interrupted. From the moment the car lunges away from rest with a sharp squeal of rear wheelspin until the 130-mph speed limiter gently restrains its charge, the CL rushes forward on an unstoppable tide of torque. Passengers in the rear seat will gasp in astonishment at the sustained acceleration, and with good reason. The 5.5-liter twin-turbo V-12 produces 612 pound-feet of twist from a mere 1800 rpm and sustains that level to 3500 rpm. So each of the five gears provides relentless thrust throughout its range.
This tells you in no uncertain terms that gargantuan forces are at work in the transmission tunnel and that these should be treated with respect. Not just because of the huge potential this car possesses for mischief in the wrong hands but also because of an absence of the usual clues relating to high speed. Sure, the car's acceleration impresses itself on the mind by sheer physical force, but once high speeds have been attained, there's little noise from the drivetrain, tires, or wind passing by to alert you to the massive momentum on hand. New owners will need to get used to this feeling or suffer the inevitable consequences - numerous traffic citations or possibly financial impacts of a more physical nature.
For anyone who gets nervous at the idea of autonomous braking in a vehicle, we can testify that nothing peculiar happened while we drove the car. With its historical record of safety achievements, Mercedes is not likely to introduce technology that would have the car braking hard in the fast lane of a freeway for no good reason. Speaking of safety devices, the CL600 is loaded with them. There are nine airbags for four people, along with all the usual vehicle-dynamic watchdogs such as ABS and ESP, plus an infrared night-vision system displayed on the large speedometer dial.
There's plenty of space up front for the driver and passenger, both of whom are cosseted by seats that adjust in every way imaginable and offer four-level massages, too. The rear seats, although equally handsome, offer less space and should be reserved for cranky in-laws. Related Content:Auto Show & Video: Mercedes-Benz CLK63 Black Series Auto Show: Maserati GranTurismo Comparo: Mercedes-Benz S600 vs. Rolls-Royce Phantom Preview: 2007 Mercedes-Benz CL550, CL600, and 2008 CL63 AMG Road Test: BMW M6 The Verdict2007 Mercedes-Benz CL600Highs: Sublime refinement, mind-boggling acceleration, all the gadgets. Considering how many mechanisms have to be controlled from the cockpit, we find that this latest version of Benz's COMAND interface is more-or-less intuitive to the computer-savvy driver. But there were a few functions that would have most people diving for the owner's manual, among them the control of the adjustable lumbar support and shoulder bolsters, which can also be set in active mode to firm up in corners. We found the constant nudging to be annoying, so we had to locate the button that accesses that specific set of controls and then experiment with the options until the damn thing stopped. Of course, this elaborate complement of equipment and creature comforts comes at a price: nearly 150 grand on the sticker, and 4800 pounds on the scales. Not that this car's intended customers would feel either manifestation much. Mercedes-Benz's ABC suspension technology puts hydraulic rams at each of the four coil springs, providing active spring-preload control. In this way, ABC can alter roll stiffness as well as fore-and-aft spring rates for pitch control and automatic ride leveling. The result is a big car - this is the S-class platform, after all - with unexpected nimbleness in every environment. There's limited compromise to ride comfort, too, since ABC only responds when needed. So the CL600 tools around suburbia with suave composure, feeling like a much smaller car. The typical Mercedes tight turning circle (38.1 feet) helps shrink one's sense of the car's size appreciably in urban environments, where you can make U-turns more easily than you can in a supercharged Chevy Cobalt SS.
In summary, we'd have to conclude that the CL600's blend of virtues far outweighs the few shortcomings and that its astonishing performance overkill will probably awe and delight the lucky few who can afford this Benz bolide. Whether anyone really needs this much mass and muscle in a mere coupe is a question we'll leave for you to answer.  Related Content: Auto Show & Video: Mercedes-Benz CLK63 Black Series Auto Show: Maserati GranTurismo Comparo: Mercedes-Benz S600 vs. Rolls-Royce Phantom Preview: 2007 Mercedes-Benz CL550, CL600, and 2008 CL63 AMG Road Test: BMW M6 COUNTERPOINTAARON ROBINSON KEVIN DUKE Auto Show & Video: Mercedes-Benz CLK63 Black Series Auto Show: Maserati GranTurismo Comparo: Mercedes-Benz S600 vs. Rolls-Royce Phantom Preview: 2007 Mercedes-Benz CL550, CL600, and 2008 CL63 AMG Road Test: BMW M6 Volvo S80 AWDThe Diagnostic and Statistical Manual of Mental Disorders is the reference tool physicians use to categorize and diagnose disorders afflicting the mind. It's actually a fascinating read because of its careful definitions of problems from anxiety to depression to various personality disorders. As with most medical books, too much reading leads eventually to hypochondria. We mention this not because we were trying to discover the root of the irascible Ed.'s behavior, but because after many miles behind the wheel of Volvo's new S80, we wondered what sort of personality disorder this big Swedish sedan might have that was keeping us from connecting with it. Then we realized that a prerequisite for a personality disorder is a personality. Try as we might to uncover it, the S80 exhibited no trace of a personality. Gothenburg, we have a problem. Playing in a thoroughly competitive car segment, where well-established players BMW, Audi, Mercedes, Lexus, and Infiniti brim with character, the S80 offers all the flavor of Wasa crispbread, which is like eating particle board, but Swedes find it delectable. Part of the trouble is that the S80 doesn't seem to know what it wants to be when it grows up. This identity confusion can be seen in the various settings the car offers. Order the $2495 Sport package, and you get three settings (low, medium, and high) for steering effort and three suspension settings. Chassis stiffness varies from slightly too soft (comfort), to almost right (sport), to just wrong (advanced). No matter the setting, the suspension and the structure are noisier and harsher than those of the S80's German rivals. With all these settings, Volvo seems to say, "We don't know what this car should be. You figure it out." But try as we might, we couldn't find a combination that made the S80 feel lively or excited about its existence. No matter what steering-effort setting we selected, the wheel lacked the feedback one finds in a 5-series or M35/M45. There is, on the other hand, good on-center feel, so the S80 excels at cruising in a straight line, but if you gravitate toward roads with the twists of a small intestine, there are other choices in the segment that are more satisfying.
Front-drive handling characteristics are rarely desirable, but it's a death sentence in a segment where rear-wheel drive and balanced weight distribution and handling are the norm. An electronically controlled center clutch pack will send as much as 50 percent of the power rearward if wheelslip is detected, but unlike the more sophisticated all-wheel-drive system in the Acura RL, which is designed to provide rear-wheel-drive handling with all-wheel-drive traction under acceleration, Volvo's AWD system seems set up solely to increase the traction under acceleration. With the stability control switched off (it's never fully off, however, and will insist on intervening if it determines that you're getting the car too far out of line), the S80 will briefly power oversteer, but the car doesn't exactly revel in, or encourage, this sort of hooliganism. The 0.87 g of lateral grip is impressive, but most of the credit for that number should go to the wide Pirelli P Zero Rosso tires that come with the Sport package. The one burst of sunshine in the Swedish winter of our discontent is the Yamaha-built 60-degree V-8 engine screaming between the front wheels. Identical to the V-8 in the XC90 sport-ute, the all-aluminum engine displaces 4.4 liters and puts out 311 horsepower and 325 pound-feet of torque. Perhaps due to its not ideal 60-degree bank angle, the V-8 delivers a raucous intake snarl at full throttle. It's a pleasure to hear a V-8 working hard, and the sound is the most sporting aspect of the S80 experience. At 4179 pounds, the S80 is heavier than most others of its class, but the V-8 has 792 fewer pounds to contend with than in the XC90, and the result is a 0-to-60 time of 5.7 seconds - a few ticks slower than its more expensive V-8 rivals but quicker than comparably priced six-cylinder variants. The engine is perfectly matched to a six-speed automatic with manumatic override and all-wheel drive. Quick downshifts and healthy torque make for stress-free passing well into triple-digit speeds. Premium fuel consumption during our drive was V-8-like at 14 mpg, just shy of the 17 mpg of the EPA's city cycle and far short of the 25 mpg highway number.
Spied: 2009 Lincoln MKS Car News: Volvo S80 to get turbocharged inline-six The Verdict2007 Volvo S80 AWDHighs: V-8 snarl and power, AWD comes standard, thrones for seats, attractive (if familiar) interior and exterior design. Lows: Lifeless handling, numb steering, silly safety features, high as-tested price, the personality of Wasa bread. The Verdict: Safe and sound, yes, but dull as a Swedish winter. As the top dog in Volvo's lineup, the S80 offers a full cache of safety features. Order the radar-based adaptive cruise control ($1495), and an added benefit is the collision-warning sensor that alerts you of a potential crash by flashing LEDs into a head-up display and beeping. Unlike the more sophisticated system on Acuras and upper-crust Benzes that can automatically apply the brakes, the Volvo system leaves the responsibility to the driver. Another safety option is BLIS (blind-spot information system), which uses small cameras mounted in the rearview mirrors to monitor traffic around the vehicle. As cars pass next to the S80, a small light near the A-pillar illuminates to indicate that changing lanes probably isn't a good idea. Or you can save $595 and adjust your mirrors so that you don't have a blind spot. But the feature that crosses the line between being concerned about safety and make-an-appointment-with-a-therapist paranoia is the so-called heartbeat sensor. Part of the $495 personal car communicator (PCC) option that brings keyless unlocking and starting, PCC adds an information button to the remote. Press the "i" button, and provided the car is within range, the S80 will tell you what state the car is in. If it's locked or unlocked, the remote will illuminate a light next to the unlock or lock button, if the alarm is tripped, a light illuminates around the hazard symbol on the remote. This is where things get a little weird. If the alarm is set off, the S80 activates its "heartbeat" sensor that Volvo claims is sensitive enough to detect the beating of a human heart. So, if you approach the car in a spooky place on a dark night, the system is capable of telling you if thieves are, in fact, inside your car at that very moment. Apparently, the Swedes mistook A Clockwork Orange to be a documentary about life in America. But if Volvo is so worried about our safety, then why doesn't the S80 have a spare tire, or even run-flats? Maybe the Swedes missed the Kurt Russell film Breakdown. At best the S80 is eminently rational and sensible, which is another way of saying dull. For $48,045 the S80 offers V-8 sounds and acceleration for slightly less than its European peers, a handsome if familiar exterior and interior, and all-wheel drive. However, our safety-laden S80 came in at a sticker-shocking $56,025, and it didn't have a navigation system. For that money, we expect dynamic entertainment, not boredom. Just by chance, a Jaguar S-type 4.2 was paying us a visit at the same time as the S80. One editor (granted, he's British) declared that the S-type was more entertaining, involving, and preferable to the S80. Although we accused him of being a chauvinist, we didn't, in fact, disagree. In our last comparison test of this segment ["Spoilsport Sedans," C/D, May 2005], a similar S-type 4.2 finished eighth of eight. Guess where the S80 would have ended up.  Related Content:Spied: 2009 Lincoln MKS Car News: Volvo S80 to get turbocharged inline-six COUNTERPOINTMARK GILLIES MICHAEL AUSTIN
Spied: 2009 Lincoln MKS Car News: Volvo S80 to get turbocharged inline-six Ford Edge SEL Plus AWDLike many companies, Ford is no stranger to dire economic straits or looking for signs of hope in a bleak future. But it will take more than hope to keep the corporate ship off the rocks. It will take cost-cutting, belt-tightening, and other measures that you could predict. But more important, it will take vehicles that capture the eyes, imagination, and disposable income of folks out there in consumerdom. Ford simply can't afford any more losers - or even ho-hums like the Five Hundred sedan and Freestyle SUV. Against this ominous backdrop, here's the Ford Edge, a new crossover utility vehicle (CUV). Does it have the right stuff to help Ford steer clear of the shoals? Or is it just another face in a fast-growing crowd?
The Murano and the Highlander are not chance comparators here. They're the vehicles the Edge development team seeks to compete with. The Fusion allusion isn't random, either. Elements of the sedan's architecture were baked into the CUV's unibody, although of course the Edge is taller, wider, and substantially heavier: our loaded SEL Plus test vehicle scaled in at 4528 pounds. Whoa, Nellie! As noted, the Edge is a unibody design, universal among today's passenger cars and de rigueur for crossovers. Unibodies - the car's body, floor pan, and chassis form a single structure - can provide higher structural rigidity, lower curb weights, and dynamics that are more like passenger cars than the trucklike responses of body-on-frame SUVs. Does this sound familiar? Sure. We've been hearing the same carlike drivability mantra since Chrysler's first minivan back in 1984.
Hardware: As noted, there's front-wheel-drive Mazda 6/Ford Fusion skeletal heritage in this vehicle's foundation, albeit expanded for a much different task. The wheelbase, for example, measures 111.2 inches, although overall length - 185.7 inches - is shorter than the Fusion by 4.5 inches. On the other hand, at 75.8 inches wide, the Edge is wider than the Freestyle. Although the wheelbase is one of the longest in this mid-size class, the chassis is exceptionally stiff. High chassis rigidity and a long wheelbase equal good ride quality, another edge for the Edge. With subframe-mounted front struts, a multilink rear, and anti-roll bars fore-and-aft, the Edge smoothes lumpy pavement - as well as dirt-road nastiness - without feeling squishy. Severe washboard stretches can provoke an impromptu dance step or two, but for the most part, the Edge is about as composed and responsive as 2.3 tons of tallish SUV can be.
Although not particularly quick at 3.1 turns lock to lock, the rack-and-pinion power steering delivers a gratifying level of feedback and accuracy. There's enough roll stiffness to keep the horizon more or less level, and there's enough motor to move all this mass through the landscape with a fair degree of urgency. The 3.5-liter V-6 bears the familiar Duratec imprint, but it's all-new, according to Ford, and beyond its general layout - 60-degree cylinder banks, twin cams, four valves per cylinder - it shares nothing with previous Duratecs. This is a good thing, because the Freestyle's 3.0-liter Duratec V-6 is, to be kind, anemic: 203 horsepower, 207 pound-feet of torque. The new V-6 raises the ante to 265 horsepower and 250 pound-feet, and mated with a new six-speed automatic it musters enough punch to hurry the Edge to 60 mph in 7.6 seconds and through the quarter-mile in 16.0 seconds at 87 mph.
The Verdict2007 Ford Edge SEL Plus AWDHighs: Eye-catching exterior, impressive new V-6 powertrain, competent dynamics, roomy interior. Lows: Surprisingly pudgy at the scales, long stopping distances, deficient in small details. The Verdict: A slick new Ford that raises the stakes in the crossover game. But we digress. As competent as it is, the Edge does have a couple of demerits in its dynamic dossier. For one, the grip provided by the optional 245/60-18 Continental CrossContact LX all-season tires is very modest at 0.75 g. For another, the blend of mass and so-so grip yields longish stopping distances: 191 feet from 70 mph, hefty brakes notwithstanding. Mass doesn't help the fuel economy, either. We predict EPA ratings of 16 city and 24 highway, and we observed 15 mpg during our brief time with the vehicle. That result includes test-track thrashing, but even so, mpg doesn't look to be an edge for this new Ford. We suspect the quiet competence of the Edge driving experience will be satisfying to most. Thus the challenge will be getting test-driver butts into the comfortable seats (attractively turned out with handsomely stitched leather in our tester). Getting butts into those seats requires attracting the attention of the owners of those butts, of course, and in this area we think the Edge looks like a winner. The smooth, contemporary shape, developed under the baton of Edge chief designer Doyle Letson, eschews any hint of the old brickish SUV look and does an excellent job of disguising the vehicle's substantial bulk. That smooth sheetmetal surrounds a roomy interior with ample space for five, and unlike many so-called five-seaters, the center rear seat is adult habitable for more than seven minutes. Also, in addition to folding flat to expand cargo room, which you'd expect, the split rear seatbacks recline, which you might not. The front passenger seatback also folds flat to accommodate long stuff, such as your custom boar-hunting spear. Ford lists cargo room behind the rear seats at 32 cubic feet, 70 cubes with the rear seatbacks folded. You may wonder, as we did, why there's no third-row option. The answer: Ford already has two three-rows in this class - the Freestyle and the Explorer - with a third, the Fairlane, just around the corner.
Other options on our tester: DVD-based navigation with the Audiophile sound system, garish 18-inch chrome wheels, a towing package (3500 pounds max), and a six-month Sirius-satellite-radio subscription - all of which contributed to a bottom line that's almost as heavy as the curb weight: $36,465. At that price, what's conspicuous is what's missing. Little things. For example, where's the driver's footrest? And the passenger-assist handles? Why isn't there a soft lining in the bottoms of the various storage nooks? And if the Edge is supposed to be sporty, how come the tranny has no manumatic function? Cost cutting is fine, provided it's invisible. But we suppose all these quibbles are things that become transparent to owners after a while. And in any case, the Edge still tallies up as a probable winner. It's quiet, it's competent, and most important, it's got style. Ain't no substitute for that. COUNTERPOINTTONY QUIROGA CSABA CSERE
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After 40,000 miles, everything still operated as advertised, zero repairs required. The turn-signal and wiper stalks still moved with silky ease. The leather looked fine-even the leather on the steering wheel hadn't become shiny. And the vinyl and plastic trim pieces, previously a Hyundai weakness, showed few scars or scuffs.
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You know that "H" on the grille of every Accord? The Honda guys must hate seeing a flying "H" on the grille of every Sonata.
MARK GILLIES
Whatever we may choose to call it, a vehicle is ultimately defined by what it does, and what better word than "utility" to describe a vehicle that does just about everything. And yet everything, as it applies to the Ridgeline, does have limits. For example, Honda's unibody truck (a structural distinction that makes it unique in pickupdom) is rated to tow as much as 5000 pounds, which is on the low side of capabilities of mid-size pickups. Moreover, towing gets to be fairly deliberate as trailer loads near that max. One of the staff club racers, whose car-trailer combo scales in at just over a ton, thought the Ridgeline towed just fine. But another, with a 4600-pound load, found it merely adequate, noting that "you can forget about passing on two-lane highways."
When driven in this somewhat extravagant manner - with both BorgWarner turbochargers blowing a 14.5-psi kiss of life to their respective cylinder banks - the 4800-pound CL600 will reach 60 mph in just 4.3 seconds. The quarter-mile marker blurs by at 113 mph in a brief 12.8 seconds, and that's just 0.2 second behind the fabulous new Audi R8 mid-engined supercar.
It's probably a good thing, then, that this new flagship coupe introduces the Pre-Safe brake system. As its title suggests, this is a system that utilizes the range-finding capabilities of the Distronic Plus active-cruise radar to foresee closing speeds likely to result in a collision and then cancels the throttle and applies the brakes at up to 40 percent of maximum pressure. Numerous accident studies have shown that an early response to a recognized hazard greatly reduces the intensity of the collision. Since electronic devices are ever vigilant and their responses super-fast, this intervention is undoubtedly welcome.
Whereas the other instruments have real needles, the speedometer is just an image of an analog gauge and can thus double as a message center and night-vision display. It's a high-tech solution masquerading as an old-fashioned instrument, but it matches the rest of the dashboard, which includes a small square analog clock, and is pretty convincing to boot. Like the gauge cluster, the car's interior is a blend of new and established techniques. Leather - lots of it - embraces the seats and the headliner. Or is that headliner Alcantara? Whatever, it's pretty cool, with neat stitching and tidy pleats. The leather is set off with high-quality moldings and chestnut or burled-walnut trim used sparingly in a stylish flourish.
Plus, the big Benz will run Angeles Crest at speed in a taut and controlled fashion. But physics can't be entirely ignored, and the CL did not turn in with quite the surgical precision its disciplined ride motions led us to expect. We found ourselves running a little off-line at corner entry on occasion, and it probably had nothing to do with deficient steering communication. Steering feel and the driver's sense of involvement are actually quite good for a car this big and isolated.
The problem is that the S80 handles like a front-drive car. That's not a surprise considering this Volvo carries 61.5 percent of its weight over the front wheels. Aside from the front-weight bias, the front-wheel-drive feel can also be traced to the all-wheel-drive system that sends 95 percent of the V-8's power to the front wheels in normal driving. So, unlike its rear-drive or rear-drive-based all-wheel-drive competition, the S80 is essentially a front-drive car (six-cylinder Volvo models are in fact only available with front drive) adapted to all-wheel drive.
It's easy to creep into big-ticket territory in the S80. An absence of wind noise, comfortable and supportive seats, and the aforementioned accurate on-center steering make the S80 feel secure at autobahn speeds. Inside, the S80 is a serene (66 decibels at 70 mph) and calming environment that is an evolution of Volvo's interior design. A floating center console, similar to the one in the S40, houses climate and radio controls. Attractive and striking pewter-like switchgear and bezels are peppered throughout, and for traditionalists, there are swaths of polished wood on the doors and dash. Simple yet elegant tachometer and speedometer gauges sit next to each other and house digital displays for fuel level, trip-computer readouts, and various warning messages. Interior materials are first-rate, and the graining on many of the plastics is unlike anything we've seen before in a car. Rear-seat room feels better than in a 5-series or E-class and about on par with that of an A6. The interior is by no means groundbreaking and the competition also offers luxurious cabins, but Scandinavian design permeates every aspect of the S80's interior, and that may be enough for those loyal to the throne of King Carl Gustaf.
The facial issue is pertinent, because it's an element that gives the Edge some edge. The front fascia, with its Fusion-esque bright three-bar grille, may not be quite as eye grabbing as the jack-o'-lantern grin on the Nissan Murano, but it's distinctive, as well as more attractive. And it makes the Toyota Highlander look like a wallflower.
Please. The idea that a vehicle weighing more than two tons, with eight inches of ground clearance and a 67.2-inch roofline, can prance around like a mid-size sedan is like expecting a bear to learn tap dance. But if you modify your dynamic expectations, the Edge delivers responses that are quite respectable for a vehicle in this size class.
Our test vehicle's composure was enhanced by an all-wheel-drive system capable of anticipating traction loss and transferring torque rearward as needed, up to 100 percent, according to Ford. Standard on all Edges is AdvanceTrac with RSC, unique in its use of a gyroscopic sensor to monitor both vehicle yaw and roll motions. When either or both become excessive in the judgment of a brain chip somewhere in there, the system uses brake and/or throttle intervention to restore equilibrium.
Ford tells us the new engine's design makes allowance for eventual increases in both bore and stroke. The engineers also plan to install direct injection at some point, a refinement that was tabled in initial development for reasons of cost. It's worth noting that this engine will also be available in the Ford Five Hundred and Freestyle, which should reduce their ennui factor, and also in the revised - and substantially improved - Lincoln MKZ sedan, as well as the MKX, Lincoln's version of the Edge.
Our SEL Plus was loaded with goodies, among them a $1395 option known within Ford as BAMR, for "big-ass moon roof." Ford marketing types somehow failed to see the charm of this moniker, so the official name is Vista Roof. Whatever, there's no shortage of overhead glass in this dual-port design. The forward portion - 27.3 by 29.4 inches - tilts up or slides open. The rear glass - 15.8 by 31.3 inches - is fixed. Stargazers, this roof's for you.
