Motoring December 2008

Time to really help big three

By Kevin Ransom

You don’t have to be living in Detroit to know that the US auto industry is currently mired in the biggest crisis in the industry’s history. Bad news has been coming out of Detroit for the last several years, and it all came to a head when the top execs of General Motors, Ford Motor Co. and Chrysler testified before the U.S.

Congress in late November, detailing why they needed $25 billion in bridge loans to prevent them collapsing or going into bankruptcy as they cope with the US’s current economic crisis, credit crunch and the Wall Street meltdown.

GM is said to be in the most dire position, with reports that they will burn through their cash reserves by January if they don’t receive the loan package. What rankles many in Detroit is the dismissive attitude and hard-nosed scoldings doled out by the Bush administration as well as some members of Congress – before Congress turned down the automakers’ request and told them to come back with a more detailed proposal.

Many here in Michigan think that the Big Three are clearly being held to a higher standard than the financial institutions who have received herniating amounts of cash from Congress in the last couple of months – from the $85 billion that went to giant insurer AIG, to the $700 billion for Wall Street financial institutions, to the $20 billion for Citigroup.

At this writing, in late November, the Detroit automakers were preparing detailed business plans to present when they return to Washington in early December to re-make their case. Again, the Wall Street firms were not subjected to this kind of intense scrutiny before they received much larger sums.

But let’s take a temporary reprieve from the bad news, and get to the fun part of the column: Talking about some of the new vehicles on the market that I test-drove in recent weeks. In fact, this month’s vehicles are all good examples of a trend that is now in full swing – the automakers responding to the shifting desires of the marketplace by giving buyers vehicles that let them  downsize from the big SUVs and trucks that have dominated the market place for so long – but still enjoy some of the utility provided by some of those larger vehicles

Dodge Journey

This crossover vehicle is all-new for the 2009 model year, and it gives Chrysler another competitor in the mid-size crossover segment, as the company tries to shift its emphasis from its previously truck-and-SUV-heavy model line-up. This is a smaller and more fuel-efficient alternative to the SUVs, that have fallen out of favor since the increase in gas prices (even though those prices have dropped again over the last several weeks). It also has a sporty look that will appeal to younger buyers -- as will the moderate price tag. But Chrysler is also looking at the Journey as the next chapter in the Dodge brand’s global expansion. So it’s been designed in a way that, Chrysler hopes, will also appeal to families with small children – as well as families with older kids who need to haul more gear: Think duffle bags full of hockey and softball gear.

Designers gave the Journey many attractive features, such as the electronic all-wheel drive, an easy-shifting six-speed transmission with Auto Stick and two fuel-efficient engines. They also didn’t skimp on the latest high-tech features coveted by young buyers: uconnect GPS with navigation, 30-gigabyte hard drive and real-time traffic monitoring, ParkView Rear Back-up Camera, uconnect phone system that is Bluetooth compatible, a Universal Customer Interface (UCI) for iPod connectivity. And, for those with families, the rear DVD entertainment with two wireless headphones and available uconnect studios SIRIUS Backseat TV will come in handy.

One selling point of a crossover, of course, is its storage capability, and the Journey offers several configurations on that front. By turning a lever, Journey owners can quickly fold the Tilt ’n Slide second-row seat cushion forward; and the two available integrated child booster seats can pull out from the second-row seat cushion -- which means you don’t have to transport bulky child seats into the Journey. There are also a few spacious storage bins, including the Flip ‘n Stow front-passenger concealed storage.

The exterior design of the Journey definitely has that “Dodge Look,” with manly  styling cues that borrow from SUV lines. The Journey’s design is adapted from the company’s D-segment architecture, which is also used on Dodge Avenger. Except the  Journey has a longer (113.8-inch) wheelbase to accommodate its available third-row seating – which means the Journey can hold as many as seven passengers. 

The optional fascia-mounted fog lamps lend the vehicle a more modern look, while the body-color fascias nicely contrast with the chromed crosshair grille and headlamps. The Journey is decked out in 19-inch wheels and tires, a horizontal aluminum hood, and low-gloss black appliqués on the B-pillars and C-pillars – which give the vehicle a “long greenhouse look.” The sculpted wheel arches further the vehicle’s sporty appearance. The Journey comes in three trim levels – the SE, SXT and R/T. The SE is powered by a standard 2.4-liter 173-hp four-cylinder engine - hitched to a standard four-speed automatic – that has a solid EPA fuel-economy rating of 19 / 26 mpg city/hwy.  The SXT and R/T models are powered by a beefier plant - a standard 3.5-liter 235-hp V-6 that is mated with a six-speed automatic transaxle that comes standard with Auto Stick. The SXT models adds a touring suspension, while the sportier R/T gets a performance suspension.

My R/T test model delivered plenty of engine oomph, crisp handling and a comfortable ride. Helping on those  fronts is the high-strength and ultra-high-strength steel that comprises more than one-third of the 2009 Dodge Journey’s body structure. Dodge also used dual-phase steel in front and rear rails, tunnel reinforcements and sills – which means the vehicle can handle greater loads than conventional steels. At the same time, the hot-stamped steel A-pillars and B-pillars reduce upper body weight in the Journey by 30 lbs. compared with conventional steel equivalents. Nice touch, I thought.

On the safety front, the Journey offers the following: Standard advanced multi-stage driver and front-passenger air bags, standard front-seat-mounted (thorax) side air bags, standard three-row side-curtain air bags, tire pressure monitoring, four-wheel disc anti-lock brakes (ABS), Electronic Stability Program (ESP), Electronic Roll Mitigation (ERM), Brake Assist, Trailer Sway Control, structural safety cage with side-door impact beams and the aforementioned optional back-up camera.

As Chrysler re-vamps its model line-up to suit the shifting desires of many buyers – who have said they now want smaller, more fuel-efficient vehicles -- which is something Congress lectured the automakers about – the Journey is a good, solid step forward, and shows promise for the company’s new direction.

Nissan Murano

Which brings us to another crossover vehicle – the Nissan Murano – because even the Japanese carmakers are seeing the shifting tide in consumer desires for something a bit smaller than the SUVs of yore. The Murano was actually one of the early players in the crossover segment. It originally launched for 2004 model year, and upped the segment’s ante in terms of dashing style and sporty performance. Now comes the all-new, second generation 2009 Murano, with a new body design, new interior and a big technology upgrade.
All of these changes give the Murano what one might call a new “premium” driving experience – the result of a new, more advanced platform, a refinement of Murano’s standard V6 engine and the new, second-generation version of the Xtronic CVT (Continuously Variable Transmission).

Let’s start with that new, dashing body design. The front end is wider, with a more sweeping front fascia, a broad grille with large integrated headlights and prominent 18-inch or 20-inch wheels and tires. The new hood integrates nicely into the sculpted body lines. The rear design is distinctive as well, distinguished by a broad expanse of glass, rear air deflector, dual exhaust outlets with chrome finishers and LED taillights. Integrated fog lights are available on the SL and LE models. (It also comes in the entry-line S trim level.) Inside, the cabin is bedecked with a new instrument panel and center stack design and new seating design with available double-stitched leather-appointed seating surfaces.

The cabin also features generous displays of  premium materials such as leather and aluminum, ambient “mood” lighting and various  storage compartments. Plus, a 60/40 fold-flat rear seat is now available with a nice convenience feature -  a “power-return” function that returns to the upright position with the touch of a button.

Heated seats are also optional, both in the front and rear
Under the hood, meanwhile, is a revised 265-horsepower 3.5-litre DOHC V6, mated to the aforementioned Xtronic CVT. The engine employs a Twin Nissan Variable Induction Control System (NICS), microfinished camshaft and crankshaft surfaces, DLC (Diamond Like Carbon) coated valve lifters, resin intake manifold, forged crankshaft, digital knock control system, high capacity muffler and lightweight aluminum block and cylinder heads.

That engine definitely delivered the goods, in various situations – whether I was cruising country roads, punching it to pass a slowpoke on surface streets, or negotiating the “freeway slalom.”
Aiding its performance is the fact that the new platform provides 150 percent more torsional rigidity than the first generation Murano – which also diminishes cabin noise and vibration.  And the standard four-wheel independent suspension features extensive use of lightweight aluminum for a reduction in sprung weight. The new suspension design also helps increase stiffness and helps make the Murano more grounded on curvy roads or slippery , rough surfaces.
In addition, the optional advanced all-wheel drive system adapts to road conditions in a just a one-tenth of a second, reports Nissan.

This “intuitive” system connects the Murano VDC system with the AWD system – thus providing additional traction on wet or icy roads, by distributing the engine torque, depending on the driver’s intended direction and the actual direction of the vehicle.

The Murano offers a nice array of option packages.  One, the Convenience Package (on the S model) includes privacy glass, roof rails, a tonneau cover and anti-theft alarm. The Premium Package (for the SL) features a Bose premium audio system,  XM Satellite Radio,  RearView Monitor, auto-dimming rear view mirror with compass and HomeLink Universal Transceiver, roof rails, foldable Cargo Organizer, tonneau cover, anti-theft alarm and 7-inch color Vehicle Information Display.

And the Leather Package (also for the SL) includes leather-appointed seating surfaces, heated front seats with driver power lumbar support and 4-way power passenger’s seat. Another SL offering, the Technology Package comes with a power liftgate, Intelligent Key with push button ignition, Bluetooth Hands-free Phone System, auto on/off HID bi-functional projector headlights, rain-sensing front wipers and heated outside mirrors.

Conclusion: The ’09 redesigned Murano is another winner for Nissan, and will be sure to appeal to many buyers looking to downsize from the big SUVs.

Kia Sorento

Okay, our first two were crossovers, so here’ one for those who aren’t quite ready to abandon the SUV altogether, but still want to downsize – the Kia Sorento mid-size SUV. These smaller utes have been a fairly reliable market niche for carmakers for several years, but this segment is going to grow in the years to come.

What’s nice about the Sorento is that it offers some of the same functionality, utility and safety of a full size sport-ute, but for less money, and with better gas mileage. It also offers some of the appealing amenities found in some of the luxury utes. On the outside, the Sorento conveys a feeling or ruggedness, but with uncluttered body lines, and standard exterior features like a single bar insert with chrome-surround grille, front headlamps with projection lights, front-end skid plates and front and rear towing hooks.

Powering the entry-line Sorento LX is an all-aluminum 3.3-liter 242-hp V6 which Kia claims is more powerful than comparable engines in the Dodge Nitro, Jeep Liberty and Jeep Grand Cherokee. The up-level EX gets a 3.8-liter 262-hp V6 engine. Both engines are hitched to an electronically controlled five-speed Sportmatic transmission that lets drivers switch between automatic or manual shift mode.

I drove the EX with the larger engine and it provided plenty of punch, not to mention solid steering response and a quality ride. Indoors, the Sorento interior boasts a handsome center fascia, gauge cluster and floor console, all surrounded by an upmarket wood- and metallic-finished trim. 

The Sorento also offers some nice option packages for those who have the cash to spend and desire plusher surroundings.  While 16-inch silver finished wheels come on the EX and LX, the EX Luxury Package adds a machined finish. And going with the LX Value Package delivers alloy wheels.

The LX Value Package also includes nicely-appointed leather seats, leather-wrapped steering wheel and shift knob and a sunroof. The EX Luxury Package, meanwhile also comes with leather interior trim, dual-zone automatic air conditioning, heated front seats, a 10-speaker AM/FM/six-disc/CD/MP3 audio system, power sunroof, auto headlamps and Torque-on-Demand full-time four-wheel drive.
The Sorento’s suspension is appropriately solid for a sport-ute, even a mid-sized one. The body-on-frame construction includes nine crossmembers, a double wishbone front suspension and a five-link solid rear axle.

The Sorento is available as either a 2WD or 4WD, which offers a part-time or a Torque-on-Demand automatic full-time 4WD system, depending which option package the buyer chooses. The part-time 4WD system is engaged by turning a knob, for those situations when you need to shift-on-the-fly, and comes with a transfer case that’s equipped with a low range for the most challenging off-road situations. Meanwhile, the full-time automatic Torque-On-Demand 4WD system automatically senses when the wheel slippage hits the 200-times-per-second rate, and then transfers power between the rear and front wheels - without any input from the driver.

Some of the Sorento’s standard features are air conditioning on all models and trim levels, power windows/door locks/heated mirrors, cruise control, 10-speaker AM/FM/CD/MP3 audio system, full overhead console with sunglass storage, map lights and garage door opener pocket, four 12V power outlets, eight-way adjustable driver’s seat, 60/40 split flip-and-fold rear seats, rear privacy glass, cargo cover, roof rails and keyless entry with panic alarm.

Sorento has a solid rep for its safety provisions – it received a “good” rating from Insurance Institute for Highway Safety, and twice received a five-star rating (the highest possible) from National Highway Traffic Safety Administration (NHTSA)  for all four seating positions. Helping the vehicle earn those comforting safety approvals are the following standard safety features:

Advanced two-stage airbags, full-length side curtain airbags, driver knee airbag, four-wheel disc brakes with antilock brakes, electronic stability control (ESC) and traction control system (TCS), tire pressure monitoring system (TPMS), active front headrests (now standard on all models), energy-absorbing steering column, rear child door locks, rear seat fixed upper and lower anchors and tethers for child safety seats (LATCH), and three-point seat belts for all seating positions with adjustable anchors and pretensioners with force limiters in front.
Now that’s what’s I’d call an impressive array of protection features – and just one of the many reasons that the Sorento is a high-quality alternative to the big SUV.
LA Auto Show is sedate, green

But back to the auto industry’s tenuous financial picture. The financial crisis had a significant impact on the tone and content of the Los Angeles auto show in November, which roughly coincided with the automakers’ testimony before Congress. With sales for all automakers way down in September and October, many carmakers, whether from the U.S., Germany or Japan, kept a lower-than-usual profile at the LA show.

GM didn’t hold a press conference, for example, and cancelled the new-vehicle unveilings it had previously planned. Chrysler also demurred from debuting any vehicles, but did showcase the three electric prototypes — a Dodge, a Jeep and a Town & Country minivan — that it unveiled in September. Things were more robust at the Ford display, where the redesigned Ford Fusion and Mercury Milan were unveiled, in addition to some long-range hybrid models. The Mustang display was notable, though, and got a lot of attention.

But if there was a trend, it was that most automakers strongly emphasized their new green-tech offerings – giving the show the most “green-conscious” tone in recent memory. And, in the larger context – with more and more buyers in the US (not to mention Congress) demanding that the automakers hasten their conversion to green technology – that’s probably a good thing.