Motoring January 2009

Perfect Storm

By Kevin Ransom

The U.S. auto industry has seen some trying times over the years, as market conditions have ebbed and flowed, but no one around here can ever recall the current “perfect storm” of a battered economy, an unprecedented credit crunch and two of Detroit’s carmakers simultaneously teetering on the brink of bankruptcy.

New-car sales dropped in the U.S. again in November, with total sales volumes (of all vehicles, not just American-made ones) plummeting a startling 37 percent compared to the previous year. That pushed General Motors and Chrysler LLC closer to insolvency, as the U.S. Congress tried to negotiate the terms of the $15 bridge loan for Detroit’s automakers.

But, at this writing, anti-union Republican senators – led by those from Southern states -- had just killed the loan package by trying to force the United Auto Workers to accept an egregious cut in wages as a pre-condition of the loan. Essentially, the GOP legislators, in the wake of their party getting thumped in the November elections, punished the UAW for the union’s support of Democratic candidates for the last several decades.

So, the Bush administration had just stepped in after this petty political payback, to try and hammer out the terms of a loan that would take the money out of the funds that were previously approved by Congress to bail out Wall Street. So, as of December 17, Detroiters were keeping their fingers crossed that the money will get to GM and Cryco in time to prevent those Detroit stalwarts from sliding into bankruptcy.

Hopefully, by the time you read this, those loans will have been approved and dispersed, and the automakers are able to continue with their recovery efforts without worrying about collapsing in January. So, let’s move on and talk about some of the vehicles themselves…..

JEEP WRANGLER UNLIMITED

With all eyes on Chrysler’s financial woes right now, it’s important that Cryco vehicles increase their market share, and that includes those in the Jeep division, which gives the company entrée into an important market segment. Indeed, as SUVs have fallen out of fashion, these smaller but still-manly vehicles, with their more appealing fuel-economy numbers, are positioned to gain some share once the U.S. car market stabilizes.

Jeep vehicles have always appealed, naturally, to outdoorsy types, given the brand’s history and the vehicle’s utility. One Jeep that has a niche all its own is the Wrangler Unlimited, which is the only four-door convertible on the market. It carries five passengers, and boasts the most cargo space ever offered in a Wrangler. The Wrangler Unlimited targets buyers who covet rugged all-terrain capability but also want more interior room and more seating / cargo-hauling options. The ’09 satisfies that need by adding 20.6 inches to the standard Jeep Wrangler’s wheelbase, for a total of 116 inches.

And whereas the standard Jeep Wrangler is only available as a four-wheel-drive, the Unlimited also comes as a two-wheel drive number.

The ’09 edition offers a few new features. For starters, there’s the standard Hill Start Assist (HSA) that prevents rollback if you’re parked on an incline. Trailer Sway Control (TSC) is also now available to monitor the vehicle’s actual path in relation to its intended path, and the Electronic Stability Program (ESP) is activated if you’re hauling a trailer that starts to sway too much. For ’09, ULEV II emissions also replace LEV II emissions on manual transmission Wranglers, and storage nets have been added to the lower center stack and side of center console

The Wrangler Unlimited’s exterior profile stands out from the crowd, given its four-door, open-air design and Jeep’s usual design touches, like the classic round headlamps, the seven-slot grille, the trapezoidal wheel flares and the exposed hinges. The body lines are signified by sharp corners, flat surfaces and a few minimal curves.

Buyers can choose between two tops. Standard is the Sunrider soft top, which includes a “sun roof” configuration in addition to the full top-down option. A three-piece modular Freedom Top is also available. And for the complete open-air experience, either top may be completely removed Inside, the rear seats split 60/40 and can fold flat with ease, yielding 83 cu. ft. of total storage volume. Plus, an underfloor storage area lets you store some items completely out of sight.

Buyers who are drawn to outdoorsy off-road vehicles want to know that the engine packs enough muscle to traverse rocky terrain, and the Wrangler Unlimited’s powerplant is up to the task – it’s a 3.8-liter V-6 engine that produces 202 horsepower, hitched to a standard six-speed manual gearbox or an optional four-speed automatic transmission.

I drove the Sahara edition, and the engine definitely packed enough punch, aided by the second-generation Command-Trac NV241 part-time, two-speed transfer case with a 2.72:1 low-range gear ratio. For slippery, low-traction scenarios, an optional Trac-Lok limited-slip rear differential delivers extra torque and gripping power.

But back to its off-road capability. On that front, the Wrangler Unlimited enjoys the benefits of a frame that is 100 percent stiffer than its predecessor and a body structure that’s 50 percent stiffer. The suspension is a five-link coil setup with tuned shock absorbers, working in conjunction with a Dana 30 front axle and next-generation heavy-duty Dana 44 rear axle.

The high ground clearance and short front and rear overhangs come in handy off-road, especially if you’re climbing a steep grade. True off-road heads will appreciate the Unlimited Rubicon model’s approach angle of 44.4 degrees, breakover angle of 20.8 degrees and departure angle of 40.5 degrees. Additionally, the undercarriage is protected from jagged rocks by three skid plates – so you don’t end up puncturing the fuel tank, transfer case and automatic transmission oil pan when you’re gobbling up those rocky surfaces.

All told, the Wrangler Unlimited is a tough, well-constructed off-roader that broadens the Wrangler’s street appeal with that extra interior space – a good move on Cryco’s part as more buyers continue to “migrate” out of SUVs.

LINCOLN MKS

Despite the current dreary state of the U.S. car market, vehicle sales have to improve once the credit crunch is relieved, right? And, as I’ve observed previously, some demographic groups are recession-proof, and will always want their luxury items – including luxury cars.

Which brings us to the Lincoln MKS, the all-new Lincoln luxury flagship sedan, which follows in the footsteps of previous iconic Lincolns like the Continental and the Town Car.

Retro is all the rage these days, and the MKS taps into Lincoln’s heritage right up front, with a double-wing grille inspired by the 1941 Lincoln Continental. The grille sweeps upward, almost merging into the jewel-like headlamps to create the visual impression of a single form, which draws further attention to the MKS’s face. And
of course, a shiny chrome Lincoln star is prominently situated between the grille’s wings. Another striking design cue is the contoured hood and rakish windshield, which together help create a svelte roofline.

But the MKS also boasts strapping “shoulders,” and a beltline that rises up above the rear wheels – another nod to Lincoln designs of yore. The polished stainless steel side window surround bestows a look of elegance, and it sweeps toward the front edge of the C-pillar with a flourish. Stainless steel strips also extend the full length of the MKS, nicely framing the optional twin-panel moon roof and rising up to meet the tallish decklid. In the back, the nicely-detailed LED taillamps are set off by a vertical white light strip that traverses the edge of the decklid – while a horizontal chrome strip is accented with the Lincoln star to match the one in front.

The luxury feel extends to the cabin, of course, which pampers with hand-wrapped premium leather and real wood and metal accents. The instrument panel is symmetrical, with a contempo feel, similar to the one in the Lincoln Navigator, MKZ sedan and MKX crossover. The top section of the panel is hand-wrapped in leatherette with double-stitching, and a strip of sculpted wood – accented with a line of chrome – separates the top section from the bottom.

The leather-wrapped steering wheel also neatly frames the visually-striking instrument cluster, which features gauges that are trimmed with genteel-looking chrome rings. Some interior details are also accented in sculpted aluminum. And here’s a nice touch: the leather for the seats was created by Bridge of Weir, the same Scottish company that supplied the leather for the classic Continental Mark II. Ford is saying this is the softest leather ever used in a Lincoln.

Although the MKS is more compact than those luxury land yachts of yesteryear, it is still spacious, with an impressive 105.9 cubic feet of interior volume and 18.4 cubic feet of luggage space – which Ford notes is nearly four times more than some competitors.I drove the Sahara edition, and the engine definitely packed enough punch, aided by the second-generation Command-Trac NV241 part-time, two-speed transfer case with a 2.72:1 low-range gear ratio. For slippery, low-traction scenarios, an optional Trac-Lok limited-slip rear differential delivers extra torque and gripping power.

Of course, luxury-car drivers like to know their looker has something under the hood, and the MKS has plenty, with a new 3.7-litre V-6 engine that was derived from the 3.5-liter V-6 that powers the Lincoln MKX and Lincoln MKZ – and which was named one of Ward Automotive’s 10 Best Engines in 2007.

But it features larger cylinders – which in turn translates to into an increase in horsepower and torque: it cranks out 273 hp and 270 lb.-ft. of torque, and does it without requiring premium-grade fuel. The engine utilizes a strong, die-cast aluminum block and lightweight four-valve heads for smoother operation at higher rpms. And to spike the available torque at lower rpms, the engine employs a variable valve timing system that also reduces emissions. In fact, the MKS qualifies for U.S Federal Tier 2 Bin 5 emissions and California Emissions State ULEV-II emissions standards.

This engine is mated to a six-speed automatic transmission with SelectShift – a tranny designed to yield smoother shifts, punchier acceleration and more muscular performance. The SelectShift feature lets you select gears manually when you feel like hot-dogging it a bit.

And the MKS provides an extra measure of safety features, like the strong body structure that incorporates ultra-high-strength steels and safety technologies that include a new Adaptive Collapsible Steering Column, AdvanceTrac electronic stability control and Safety CanopyTM – which offer side impact and rollover protection.Naturally, no Lincoln worth its name would be caught dead without a basketful of luxo-line comfort and convenience features, and the MKS does not disappoint on that front, with Adaptive Cruise Control, Intelligent Access with Push-button Start, next-generation SecuriCode Keyless Entry, Adaptive HID headlamps with Auto High Beam, Rain-Sensing Wipers, Forward Sensing System, Rearview Camera System and Easy Fuel capless refueling.

It’s important, during this stressful periods of transition in the U.S. auto industry, to continue offering quality products, in all of the market niches. And the MKS delivers the goods, giving Ford a handsome, impressive entry in the luxury segment.

SCION XD

So, let’s talk about an import now – the snappy Scion xD five-door “urban subcompact” launched last year to strong reviews and a hearty thumbs up from younger buyers, due to it being a flat-out fun vehicle to drive.

The xD boasts a unique look of its own, with a boldly boxy design that incorporates horizontal headlamps, an integrated rectangular lower and upper grille, turn signals built into the side mirrors, a wide stance, a squat midsection, a long and narrow back window, and accentuated wheel flares. The wheelbase is 96.9 inches, while the overall length is 154.7 inches.

The xD’s interior environs, meanwhile, have a futuristic vibe. The instrument panel is dead-on directly in front of the driver, with an LCD fuel gauge and odometer and distinctive, almost radar-like speedometer and tachometer. The illumination of the instrument panel is a deep orange, and the front bucket seats have a fabric upholstery.

For a smaller vehicle, cargo space is generous inside the xD, with a total passenger volume of 84.5 cu. ft. and cargo volume of 10.5 cu. ft. Multiple little warrens allow for storage of items like portable music players, cell phones, CDs, etc.

For the driver, a change box and storage tray are located right under the steering wheel, and another little bin is situated in front of the center console. Plus there’s an upper and lower glove box and a hidden storage space located below the rear cargo area.

The 60/40 rear seats can be folded flat to create various passenger/ storage configurations: those seats can slide forward or back up to six inches, depending on who and what you’re hauling. The cargo volume behind the front seats, with the second row folded down, is 35.7 cu. ft.

The appeal to young urban buyers is partly due to the zippy 1.8 L four-cylinder 128-hp engine with dual Variable Valve Timing with intelligence (VVT-i). 128 ponies isn’t a lot, but with the manual tranny, it’s plenty for a light vehicle like the xD.
The engine features a roller rocker system and lightweight pistons, and a piston cooling oil jet to maximize engine efficiency.

The xD’s EPA fuel economy estimates are 27 city / 33 highway for the manual transmission and 26 city / 32 highway for the automatic. Those numbers definitely pleased xD owners last summer when gas prices in the U.S. spiked over $4 a gallon.

Given the xD sits on a short, wide frame, it delivers a tight, firm ride, which is also aided by the L-arm type MacPherson strut in the front and torsion beam suspension in the rear, which enhances the driver’s ability to control the vehicle. Those trendy 20- and 30-somethings really dig the xD’s standard 160-watt maximum output Pioneer audio system, which comes with iPod connectivity and a conveniently-located mini-jack port.

The system “reads” information from the iPod – like song title, artist name and other album info – and projects it into a one-line display on the head unit’s screen. And connectivity is a breeze – the driver can just plug the iPod into a port via a connector cable, which provides uninterrupted power to the iPod.

Volume and track selection is controlled through the head unit and the buttons on the tilt steering wheel. There’s also an optional Pioneer Premium audio system that ups the entertainment-technology ante by giving the driver the ability to download visual “skins” to play on the organic electroluminescent (OEL) screen – and also to download images, four-second video clips and eight-second movies from Pioneer’s website. Also optional is a Scion navigation system with a 160-watt maximum power audio/video/navigation unit and seven-inch LCD touch screen.

xD buyers don’t have too many other choices to make, though. The only factory option is Vehicle Stability Control (VSC) with Traction Control (TRAC), and everything else comes standard: power steering, windows, door locks and mirrors; remote keyless entry; chrome exhaust tip; intermittent front wiper; multi-reflector halogen headlamps; roof mounted antenna and side mirrors with turn indicators; air conditioning; four-wheel anti-lock brakes (ABS) with Electronic Brake Distribution (EBD) and Brake Assist (BA); a tire pressure monitor system; driver and front passenger dual-stage airbags; front seat-mounted side airbags; front and rear side-curtain airbags; cruise control and first-aid kit.

Thus far, the Scion xD has performed well for Toyota, and helped it gain a toehold among younger, hipper buyers with its assertive body lines, punchy engine and all that tech gear for music heads. I suspect it will be speaking loudly to that crowd for years to come.