2007 Jeep Compass

Introduction

Jeep Compass – Review: Minus navigation systems, travel is aided by two handy inventions – the map, and the compass. A compass will point you toward a general direction, yet fails to represent alternate routes or more suitable destinations. The map lays out the road for travel and unveils countless alternatives along the way. So, to bring things back around, buying a Jeep Compass is like using a compass: if all you want is to go in the general crossover direction, pick the Jeep and go. Smarter travelers, however, may want to use a map and find better alternatives at destinations like Honda, Hyundai, and Suzuki.

What We Drove

Over the course of one week we put in several hundred miles behind the wheel of a four-wheel-drive 2007 Jeep Compass Sport, which carried a sticker price of $22,180. Though a front-wheel drive Compass starts at $15,985 (including a $560 destination charge), our four-wheeler started at $17,735 and climbed with the addition of a continuously-variable automatic transmission ($1,000); Package E, which included air conditioning, power items, keyless entry, and more ($2,600); a Boston Acoustics sound system ($595); a power sunroof ($800); and cruise control ($250). The Compass is significant for two reasons: it represents the first car-based Jeep not destined for off-road use, and it marks Jeep's jump into the increasingly popular crossover market.

Performance

Except for the Grand Cherokee SRT-8, few Jeeps have been recognized for on-road performance, and the four-cylinder Compass isn't about to change that. Of course, it won't be known for off-road performance either, but that's another issue. The 172-horsepower 2.4-liter engine does its best to motivate 3,089 – 3,351 pounds of curb weight, and actually is acceptable in getting the Compass up to speed around town and on the highway. With the standard five-speed manual transmission, drivers might have the opportunity to play with the revs and tap some fun from the Compass. Unfortunately, we experienced a CVT-equipped model, which took its time in transforming high-revving engine power into forward momentum. Fuel economy averaged 22.4 mpg.

Handling

It's a Jeep thing. You wouldn't understand. That's what we've all heard when trying to discuss modern handling and comfort with a Jeep fan, individuals who willingly trade those unmanly traits for some of the best four-bys on the planet. With the Compass, Jeep steers into on-street territory, exchanging a good chunk of off-road ability for daily commute duty. But what they end up with is a Jeep that doesn't tackle boulders, nor does it tackle Main Street with any finesse. The ride is stiff over bumps but soft when pushed in the corners and the steering is as responsive as watery Jello. That being said, the Compass is far superior to an old CJ, but miles behind its contemporary competition.

Visibility

Taken as a whole, visibility from within the 2007 Jeep Compass is only so-so. On the plus side, there are large exterior rearview mirrors that aid in the cause, as well as small rear quarter windows which help shed some light on what's traveling beside your tail. And then there are the negatives, like those wide rear pillars, the jumbo rear headrest that consume more than their share of valuable viewing area out the back window, and thick A-pillars which are responsible for limiting the front quarter view. Add in a steeply raked windshield, and you've got all the ingredients for some poor visibility pie.

Fun to Drive

If you're an asthmatic who has had the joy of running full-tilt in a soccer game without first taking a few hauls off of your trusty inhaler, you've got an idea of what it's like to be the 2007 Jeep Compass. You'd be much happier walking at a slow pace, or even sitting down for awhile. Just like a punch of this Jeep's go pedal suggests that it would rather be sitting idle in traffic, or maybe parked somewhere looking, well, ugly. Making the experience even worse are a CVT transmission that fails to effectively deliver what little power there is, mediocre handling, and seats that are about as hospitable as a splintery park bench.

Front Comfort

The 2007 Jeep Compass' seats are firm but supportive, though a squeeze of the insubstantial lower side bolsters quickly reveals the hard backing underneath. Lower cushions are short and flat, with the backrests only a smidge better thanks to slightly improved bolsters. Plastic-wrapped open-loop headrests serve a purpose but are lacking in the comfort department, as is the center armrest that slides forward for a custom fit but is decorated in -- you guessed it -- hard plastic. That same material is used on the door sills and armrests, though the former are low and wide enough for resting forearms. Drivers will appreciate the tilt steering wheel and height-adjustable seat.

Rear Comfort

Hospitable is one way to describe the Compass's rear seat. It'd be the wrong way to describe it, though, given the flat and stiff bench seat, the foot room that's hampered by ugly and obvious front seat brackets, knee-banging hard front seatbacks, and legroom that comes up short of generous. Add in doors that fail to open wide and you've got the makings of a rather inhospitable ride. However, there are some pluses, including a contoured headliner that makes room for the ol' noggin and plenty of space for ten toes once you get your feet planted between those seat brackets.

Interior Noise

Huh? What's that you're saying? Sorry, we couldn't hear you over the excessive road and tire noise, not to mention the engine's harmonic dissonance. That little four-banger bangs out some high-decibel racket under normal conditions, and the continuously-variable automatic transmission goes one better by eliciting peaky, unrefined revs whenever the throttle is goosed a bit, while things get downright frenetic when the go pedal meets the floor.

Loading Cargo

Give praise to the little Jeep Compass for providing its share of utility. The tailgate opens high and has a grab handle for easy closing. Loading various items should be a snap thanks to the comfortable height of the bumper, which is saved from scratched by a black pad. Inside, the cargo area is covered in hard plastic, though the floor is slightly rubberized and offers a diamond plate effect. Four tie downs serve to keep items secure. If additional space is required, pull straps will release the rear seatbacks to create a flat load floor; the front passenger seat can also be folded to accommodate especially long items.

Build Quality

If one was to gauge the Compass's build quality simply by viewing the exterior, the resulting impression might be neutral. Our tester offered consistent (though wide) gaps, but lost points with vertical rear door handles that felt susceptible to premature failure and bowing edges of the front fascia. So far, not great but not horrible. Move in to the cabin, however, and it goes downhill with ill-fitting door inserts, multiple loose panels, inconsistent gaps throughout, and an abundance of casting on the excessive number of hard plastic bits. Don't forget to check out how the A-pillars bulge out near the headliner. Clearly, precision and attention to detail were not the theme of the day on which our particular Compass was built.

Materials Quality

It's possible to walk away feeling positive about a vehicle that features inferior materials that are assembled with the utmost care. It's much harder to do so with vehicles like the 2007 Jeep Compass, which combines sloppy craftsmanship with low-rent interior bits. Hard plastics are everywhere, a point that would be less offensive if they weren't all shiny and coarse. Yes, it's technically a Jeep (if in name only), so a good dose of utilitarianism and ruggedness are to be expected. However, that is not a free pass for stuffing the guts of the Compass with what look and feel like cheap materials. The mesh headliner is nice, but hardly compensates for the rest of the interior.

Styling

When someone walks up to a brand new car and just can't believe that what she's looking at is from-the-factory and not a serious dent, chances are the design might be a bit off. Such was the case with our Compass tester, which the staff seemed to collectively agree left its good looks on the drawing table. To impart the hearty Jeep image, the Compass includes the Wrangler-esque round headlights and slotted grille, cues that are lost awkwardly bulging fenders and busy body seams (check out the congested intersection that is the A-pillar). Curves accent the front fascia and grille, while the bulk of the body appears blocky. The result is a design that lacks flow or congruity.

Storage

As is the case with the 2007 Jeep Compass's cargo area, interior storage proves to be one of the vehicle's highlights. Up front are door pockets large enough for holding a wallet or digital camera, there's an ample glovebox with a dished pocket above for added storage, and a deep slot below for radio that will swallow a few CD cases. The center console features two cupholders and a few handy nooks for parking cards, a garage door opener, or maybe an extra set of keys. Behind that is a deep storage well and a 115-volt outlet, all of which sits below a center armrest with an integrated iPod holder. Rear passengers get two cupholders and door pockets.

Infotainment Controls

Simplicity is the name of the game when it comes to the 2007 Jeep Compass' infotainment controls. There's a large dial for power and volume with another for tuning and audio adjustments. Also included are clearly-marked buttons for seek/scan and station presets. All of these functions are duplicated with controls that are curiously placed on the backside of the steering wheel spokes, making them a bit awkward to reach and obviously lacking the benefit of illumination. Borrowing a cue from its sister vehicle, the Dodge Caliber, the Compass houses a fold-out integrated iPod holder in the front center armrest and a set of pop-out speakers in the tailgate for impromptu parties.

Climate Controls

Though they've changed in recent years, the new Compass pays homage to its predecessors with basic interior controls. Among them are the three dials for the heating and air conditioning systems – one for mode, one for fan speed, and another for temperature settings. Supplementing the dials are buttons for air recirculation, defrost, and a/c. There may be a shortage of dual-zone climate control setups and heated seats, but what's there is effective and completely in line with the Compass's price point and segment.

Secondary Controls

Following the general industry norm, controls for power door locks, power windows, and power mirrors are located on the door. Placed overhead are buttons for the sunroof, including auto open and close, as well as tilt. The stability control off switch is easy to spot forward of the center-mounted shifter, and the 4WD lock is an obvious chrome lever on the center console. Activating the lock mechanism requires a simple pull – pull again to deactivate.

Competition

Dodge Caliber Honda Element Hyundai Tucson Kia Sportage Saturn Vue Subaru Impreza Suzuki SX4

Perry's Opinion:
Acceleration from the Compass's four-cylinder engine wasn't dramatic but proved to be sufficient when navigating the freeway, and it proved to be fuel efficient by getting 22।6 mpg during my drive time. This is better than the Saturn Green Line hybrid we just had in the office. While it is hard to overlook the plastics used on the interior, they're almost acceptable when you consider the Compass's low starting price. The Compass will likely never be truly appreciated as a Jeep, but it really does deliver value for your dollar. I could see this being a great vehicle for the college student, especially if attending college in the mid west or on the east coast where winters create difficulties for driving.

Wardlaw's Opinion:
Think about this: our test Compass ran more than $23,000. For that same $23,000, you can get a loaded Mazda 3 with leather, Bose audio, navigation, and a sunroof, and which is an absolute blast to drive. Toss winter tires on that puppy, and snowstorms pose no problem. Select the Jeep and, well, there's an available 4WD system. Yeah, the Boston Acoustics audio in our test SUV sounded great, and those swing-down speakers integrated into the rear gate are cool, but the rest of the Compass is so not.

2008 Infiniti G37

2008 Infiniti G37 Preview – 2007 New York Auto Show: Legend has it that cows came up with the game first, knocking one another off farm land mounds and hills in order to get premium grazing ground or just, who knows – amuse themselves। Infiniti, while not like a cow in any way outside of the leather on its seats, is also playing king of the hill, or will be later this summer when the all-new 2008 G37 rolls onto dealer lots: trying, and perhaps succeeding, in knocking BMW’s 335i coupe from the luxury fun-car grazing patch with more power from a new 3.7-liter engine and a restyled body.

Why it Matters

Those with money to spend and a desire to drive something sporting with a modern style, will appreciate the 2008 Infiniti G37 in much the same way thousands of happy drivers liked the G35: It's a difference maker on the road, a special car for people who have earned the privilege of driving something slightly impractical and supremely fun. More power, a new style and strategic upgrades throughout make the G37 - so named for its engine - something worth waiting for, even if you won’t have to wait until later this summer

What's Under the Hood

To be "G," this coupe has to prove it on the track. On paper, this new G37 takes Infiniti to the next level with more power and what may be improved handling. That's the hope, at least, given the mechanicals Infiniti has put together for the G37: A 3.7-liter V6 engine that's expected to make 330 horsepower and 270 lb-ft of torque (up from 275 hp), mated to a five-speed automatic or six-speed manual transmission. Infiniti says that it also lowers emissions and improves fuel economy, and will make you a cup of coffee, too! Among other changes, ride and handling is improved, with a chassis that has been stiffened approximately 36 percent. The G37 is offered with a new 18-inch wheel/tire package as standard equipment

What it Looks Like

More refinement seems to be the buzzword around the new Infiniti G37, with highlights including more flowing fender curves, a smoother hood, expressive front fascia and a strong side character line with side sills that integrate into large wheel wells. In back, the G37 features broad rear fenders and refined rear bumper, integrated available RearView Monitor camera and large dual exhaust outlets with chrome finishers. An available rear spoiler finishes off the sporty - but sophisticated - look

What's Inside

Originally criticized for its lack of interior refinement and features, the G has improved over the years, winding up at the G37, and an answer to critics with a cockpit designed to serve up controls to drivers and comfort - relatively speaking - to all occupants. Features include a full-length center console with a leather and aluminum-clad shifter, aluminum interior trim and electroluminescent instrumentation in white and violet

What Infiniti Says

"The new G35 Sedan, which has been named to both Car and Driver's '10 Best Cars' and Automobile magazine's 'All-Stars' list, has set the stage for the introduction of the new G37 Coupe," said Mark Igo, vice president and general manager, Infiniti Division. "The new Coupe builds on the styling, performance and interior enhancements of the G Sedan, adding the dynamic style, sporty atmosphere and expressive driving character expected of a class-leading luxury sport coupe. The line starts here."

What We Think

This is a sporting luxury car regular people desire because it's rewarding in terms of the experience and the statement it makes. It says, to wit: Yes, I can afford to buy something slightly impractical, something fun, and something that spells success. With this new and more powerful update, the 2008 Infiniti G37 follows through on that promise with what we hope is a strong whoosh, and a pleasing exhaust note.

2008 Cadillac STS Preview

What it Is

2008 Cadillac STS Preview – New York Auto Show: Okay, okay. So most sophisticated sedan shoppers overlook the STS, moving instead to the BMW 5 Series or another German – or Japanese – luxury entrant. That's a shame, too, for it has gradually improved to the point where the standard 2008 model now boasts more V6 power, a smooth-shifting (we think) six-speed transmission, a slightly more modern style and a bunch of new safety features. The name may lack cache among luxury sedan snobs, but with these upgrades, smart shoppers should put the 2008 STS on their list of cars to see.

What's Under the Hood

Cadillac brings several significant mechanical upgrades with the 2008 STS, starting with a 3.6-liter V6 engine/six-speed automatic standard powertrain that rates 298 horsepower and 268 lb.-ft. of torque. That's a 40 horsepower boost over the 2007 model and slightly more torque – the existing standard powertrain is rated at 252 lb.-ft. Other improvements include significant safety advances such as an updated version of GM's StabiliTrak stability control system, a lane departure warning system, blind spot monitoring system and more

What it Looks Like

There's arguably more chrome than what you'd see at an orthodontist convention, and that's okay – if you're shopping Caddy you want that big toothy grille blinding passersby as you drive on down the road. That's not the only change, however: GM says the STS is slightly bigger and takes on design cues from the 2003 Cadillac Sixteen concept, just like the 2008 CTS and 2007 Escalade. This includes the grille, the vertical headlights (HID and Intellibeam lights now available on V6 models), chrome-plated door handles and a body color rear fascia. Optional upgrades include 18-inch wheels

What's Inside

Inside, the 2008 STS gets some relatively minor upgrades. There's a new steering wheel, available with real “Sapele Pommele” wood trim. We don't know what Sapele Pommele wood is, either. GM says it's an exotic wood usually reserved for furniture, so here's hoping they don't really mean particle board. Elsewhere, the center stack of the instrument panel has added wood trim and new metallic surroundings. Optional upgrades include a head-up driver information display on V6 STS models.

2007 Toyota Yaris Hatchback Review

Toyota Yaris Hatchback – 2007 Review: This is the car of the future। Don’t believe it? Check out any variety of forecast data pertaining to population growth, global warming, gas prices, and infrastructure investment. The trajectories are dire unless something happens now. Experts say that by mid-century there will be 100 million more Americans, that our atmosphere will be irrevocably damaged by excess carbon emissions, that gasoline prices will rise exponentially, and that our cities will begin to crumble under increasing strain. The tough, fuel-sipping, clean-burning, park-it-anywhere, fun to drive Toyota Yaris Hatchback might look a little goofy today, but represents an intelligent transportation solution for tomorrow.

Toyota loaned us an Absolutely Red 2007 Yaris Hatchback with a $15,640 sticker price, including the $580 destination charge। Admittedly, that sum caused jaws to drop, but our test sample was a fully-loaded model with a Power Package, upgraded audio, alloy wheels, ABS, side-impact and side-curtain airbags, remote keyless entry, a rear spoiler, and carpeted floor mats – in other words, a whole bunch of stuff economy car buyers don’t really need. According to Toyota’s website, it’s possible to get a Yaris Hatchback for as little as $11,770 and well equipped (without the safety add-ons) for less than $14,500. We put hundreds of miles on this little bugger, a mix of city, highway, and twisty road driving that clearly revealed the Yaris’s preference for urban point-and-shoot travel over open road cruising.
Performance

A city car first and foremost, the Toyota Yaris’s automatic transmission is geared for spirited off-the-line response and to best manage the 1.5-liter four-cylinder’s 106 horsepower at lower speeds. Belying its mission as a world car, the 2,290-pound Yaris can cruise at 90 mph on the highway but any loss of momentum due to traffic or an incline results in a significant wait to reestablish such velocity. Mashing the accelerator kicks the transmission down to deliver meager amounts of extra power, so it doesn’t really help. Most people will buy the Yaris for its fuel-thrifty nature, and we earned a respectable 31.2 mpg average despite continually flogging it for all the acceleration it could muster. Handling Lightweight and nimble, the Toyota Yaris delivers entertaining handling and peerless maneuverability in the city, and can even tackle freeway ramps with unexpected competence. The suspension is delightfully tuned for a pleasing blend of road feel and ride comfort. On the open road at speed, however, the Yaris demonstrates the straight-line stability of autumn leaves swirling down an alleyway on a blustery October day because of numb steering that requires plenty of correction and tires that like to hunt on grooved pavement. Add a crosswind, and the Yaris takes real concentration to pilot. Good thing the brakes work well to scrub extra speed. Visibility Seeing out of the Toyota Yaris is no problem. If anything, it takes awhile to acclimate to the extremely short hood. In every parking situation that we figured we had zero room for error, there was at least another foot or two of distance between the Yaris and whatever we didn’t want to bump. The Yaris has lots of glass, very short overhangs, thin pillars, big side mirrors, and nothing of note to get in the way of visibility. And it squeezes into spaces that other cars can’t, making it easy to find a legal spot in congested cities Fun to Drive It is sometimes said that it is more fun to drive a slow car fast than it is to drive a fast car slow. Given that the Yaris can be driven flat-out the majority of the time without risking “demonstration of speed” violations, that it’s a blast to pitch around corners, that it’s capable of dicing through traffic with ease, and that nothing is more fun than outwitting a testosterone-dripping moron in a menacing Mustang thanks to the Yaris’s smaller size and better sightlines, yes, this is an entertaining car. Just keep it off mountain two-lanes and the expressway where its dearth of power and lousy steering make driving a chore Front Comfort Inexplicably, Toyota just can’t seem to figure out how to make its smaller vehicles accommodate larger drivers. Honda doesn’t have this problem. Neither does Nissan. But Toyota’s driver seats simply don’t offer enough fore/aft or height adjustment to fit people with inseams greater than 32 inches properly behind the wheel. That said, the Yaris does offer comfortable seats. A center armrest is optional, the upper door panels are covered in thinly padded fabric, and the urethane steering wheel is better to hold than look at. Still, our taller drivers felt crammed in behind the wheel. Rear Comfort If you need to carry people in the back seat on a regular basis, skip the Toyota Yaris hatchback. Try the Yaris sedan, or choose a different model altogether, because there’s scant comfort to be had in this microcar’s rear seat. Normally, we’d recommend just folding it down and calling the Yaris hatchback a two-seater with a giant cargo area, but that doesn’t work very well either because the load floor has numerous nooks and crannies into which small items can disappear. Interior Noise This is a loud car. When accelerating, it sounds like the engine might as well be sitting in your lap. Wind and road noise are constant companions on the freeway, and to hear the stereo at higher vehicle speeds it’s gotta be cranked up to ridiculous levels. Do not buy a Toyota Yaris hatchback if you’re looking for a commuter car that doubles as a serenity chamber after a long day at the office. It must be noted, however, that despite its plastic fantastic interior, the Yaris was squeak- and rattle-free. Loading Cargo Hatchbacks are handy vehicles, and it’s really too bad that image-conscious Americans have written them off as cheap econo-cars that people buy because they have to rather than because they want to. That said, the Toyota Yaris suffers utility compromises due to the packaging requirements of the temporary spare tire that resides under the cargo floor. The floor sits rather high, and with the rear seat raised there is little space for more than groceries. Flop the seats down, and a canyon between the spare tire well and folded seats creates a lumpy load surface. There is a plus, however, and that’s the recess in the hatch door that serves as a closing assist. Build Quality Look closely at how Toyota constructs the Yaris hatchback, and you’ll see few panel seams where gaps and joints frequently give clues to assembly quality. Outside, we found minor fit variances with the hood, driver’s door, and hatch. Inside, the plastic covers for both upper storage bins didn’t fit flush with the dashboard. Otherwise, the Yaris was constructed with exceptional care, displaying build quality that would be impressive on a top-of-the-line Lexus let alone the least expensive model in Toyota’s lineup Materials Quality The materials used to construct the Toyota Yaris are definitely a step above the car it replaced, the Echo. Everything is plastic, of course, and it’s plastic that is easily susceptible to scratches. However, it offers a pleasing visual and tactile quality that is sometimes lacking in cars twice the price. The seat fabric is soft, thin, and probably going to rip easily, but it looks and feels good Styling “Lady repellant” is what one staff member’s wife-to-be called our Absolutely Red Toyota Yaris hatchback. The same woman, embarking on a day trip with our road tester, laughed at the car as it sat at the curb: “It looks like some kids left their toys out overnight,” she said between giggles. Yeah, the Yaris is a jaunty looking package, a four-wheeled beanie with a propeller on top. It’s hard to take seriously, especially in Los Angeles where, more than most places, people are what they drive. Still, every time I looked at the Yaris, it made me think of Europe where owning something like this is a mark of intelligence, not low earning potential. Storage Given how small the Toyota Yaris hatchback is, the generous amount of storage space inside is almost surreal. Three dash compartments provide copious volume for various items, the floor-mounted center console has a couple of trays, the dash has small cut-outs on either side of the center controls, there’s a giant coin box to the left of the steering column, there are pockets molded into each door, and front seat occupants have four cupholders from which to choose. Rear seat storage spots aren’t as generous, but let’s face reality: nobody’s gonna ride back there long enough to need ‘em Infotainment Controls Toyota fans will instantly recognize the stereo installed in the Yaris hatchback, because it’s an old-school unit that’s been around for at least a decade. However, don’t take that to mean that the controls aren’t functional. There’s a big volume/power knob and tuning/audio knob, with large pre-sets and clear markings for every button. Where the Yaris needs improvement is with regard to reach and display legibility. It’s a stretch to use some of the stereo functions, and because the face of the display is tilted it reflects lots of sun glare. With polarized sunglasses perched on your nose, anything shown on the display is nearly invisible. Climate Controls Big, round knobs with integrated buttons are stacked atop one another in the middle of the dashboard, looking fashionably oversized in their unique layout. The bottom knob is a bit too low to use without getting distracted from the road, but otherwise we found no fault with this design. The center vents can be shut off completely, while outboard vents can be spun and aimed at the side glass for additional defogging as necessary. Secondary Controls Critics will complain about the Yaris’s centrally-mounted speedometer, and we’ve done so with other vehicles in the past. This one, however, is not bothersome because it’s big enough to read at a glance. The digital fuel gauge located to the right of the speedo, however, is not. The only reason we saw the final bar flashing its low-fuel warning was because it was nighttime. Other controls are easy to find and use, not surprising on a basic transportation appliance like this, except for the auxiliary port and central lock button on the floor next to the parking brake. Competitors Toyota’s obvious bogeys are the Chevrolet Aveo, Honda Fit, Hyundai Accent, Kia Rio5, and Nissan Versa. Of these, we think the Fit, Rio5, and Versa deserve a look. There are other cars to consider, too, such as the Dodge Caliber and the Ford Focus ZX3/ZX5 (at least through 2007, after which these Focus hatchbacks are dead), and next year’s Saturn Astra. And, don’t forget, you can get a Vee Dub for under $17,000: the Volkswagen Rabbit. Second Opinion – Blackett Toyota Yaris – Blackett's Opinion: A few weeks back we evaluated a redesigned Hyundai Elantra. That comfortable, well-built, decently-equipped, and appropriately-powered midsize sedan rang in at $16,400, albeit with a manual transmission. The EPA rates the Elantra at 36 mpg on the highway. With that being just one example of the values currently available, I’m not sure why anyone would opt to pay more than $15,000 for a tiny Toyota Yaris hatch that is estimated to get an extra three mpg on the highway. Also included are low-budget materials, some quirky ergonomics, and an ill-placed speedometer. There’s no center armrest, but the meager engine is responsive, rear seat room and cargo space impressive, and visibility is excellent. Put it all together, and you’ve got something less than value Second Opinion – Buglewicz Toyota Yaris – Buglewicz’s Opinion: This Toyota Yaris is an incredible example of space utilization. It’s as if the engineers looked at every void behind the dash on the CAD display and decided to make them storage compartments. There are two glove boxes, a storage compartment in front of the driver, cupholders that fold out from under the dash vents, pockets astride the center stack, a bin on the floor, another cupholder at the back of the center console, and even a pocket on the driver’s side dash near the door. The Yaris is noisy, cramped, has an uncomfortable driving position, looks weird and has questionable fit and finish, but man, can it hold a lot of junk

The Ford That's Faster Than a Ferrari

Shelby and Ford join forces again to create the SuperSnake। A car with one simple goal: "to blow the doors off most anything on the planet"

Shelby and Ford have joined forces again to produce a mega-muscle car with one simple goal: "to blow the doors off most anything on the planet." They're claiming up to 725 horsepower from the Super Snake, which is over a hundred more ponies than the top-of-the line Ferrari 599 GTB Fiorino, and probably almost enough power for a trip down to the shops. This car, friends, is an absolute bad-ass.

Shelby Automobiles will use newly-developed Ford Racing GT500 performance packs to help transform a limited number of 2007 and 2008 Ford Shelby GT500s into fire breathing "Super Snake" coupes. The Super Snake post-title package will include enhancements to the Ford Shelby GT500's handling, styling and power; tuning options will range from a warranted 600 HP V8 to over 725 HP (unwarranted). Only a limited number of Super Snakes will be built per model year at the Shelby Automobiles facility in Las Vegas beginning in late 2007.

"My team at Shelby Automobiles is always working on new ways to build better performing cars" said Carroll Shelby. "I told them that I wanted to build a vehicle that could blow the doors off of most anything on the planet. By partnering with Ford Racing, we're giving enthusiasts a Mustang with that level of performance."

Working together at the Las Vegas Motor Speedway and in Dearborn, Ford Racing and Team Shelby developed the aggressive suspension and engine package specifically for the car.

"Mustang enthusiasts are demanding more from both Ford Racing and Shelby Autos" said Jamie Allison, Manager of Ford Racing Performance Group. "The GT500 Super Snake package, with its higher horsepower levels and balanced track-inspired tuning, satisfies those demands and then some... in a uniquely Ford—Shelby way."

In 1967, Shelby American built one 427-powered GT500 "Super Snake" for Mel Burns Ford. Carroll Shelby drove it at the Goodyear test track for tire promotion film production. That car reached lap speeds of over 150 mph and a top speed of 170 mph. The new Ford Shelby GT500 Super Snake will be equally potent.

"The name ‘Super Snake' is legendary because the one that Shelby built was the pinnacle of muscle cars in 1967," added Amy Boylan, president of Shelby Automobiles. "We're bringing that concept forward 40 years for customers who own a Ford Shelby GT500. We'll give their car amazing new capabilities."

Ford Racing and Team Shelby developed the GT500 Super Snake package which will include:

- Ford Racing Supercharger upgrade kit (SuperPack 600) producing over 600 horsepower and 590 ft.-lbs. of torque - 6-speed manual transmission with 3.73:1 rear axle ratio - Ford Racing performance exhaust system - Ford Racing Handling Pack offering unique performance suspension tuning including Dynamic adjustable dampers, lowering springs, tuned stabilizer bars, and front strut tower brace - Shelby-designed Alcoa 20-inch wheels - Ford Racing short-throw shifter - Baer 6 piston brakes with Shelby cast calipers and larger rotors - Front brake cooling ducts - Unique carbon composite hood featuring classic Shelby design - ‘Shelby' lettering across the front edge of hood and rear decklid - 'Super Snake' vehicle badging - Carroll Shelby signature embroidered headrests, floor mats and other Shelby designed components - Official Shelby CSM dash plate

In addition, while the full Super Snake package will be available exclusively through Shelby Automobiles, many of the products comprising the Super Snake package will be available from Shelby Automobiles and Ford Racing starting in June.

High Marks for Saturn Aura Hybrid

Thought you couldn't afford a hybrid because they cost too much? The $22,695 Saturn Aura Green Line is the cheapest hybrid on the market

The Good: Low price, fuel efficiency

The Bad: No all-wheel drive or wagon version

The Bottom Line: A "mild" hybrid that offers maximum value

• View Slide Show

Up Front

After driving a new Saturn Aura Green Line Hybrid for 150 miles or so, I got around to looking at the car's sticker price. I was astonished to learn that my test car listed for just $23,070. I was expecting the car to cost $5,000 more than that.

The Aura Hybrid, which starts at just $22,695, is now the cheapest hybrid on the market, especially when you factor in the $1,300 federal tax deduction most buyers qualify for, and cash rebates of $500 or more that General Motors (GM) dealers are offering some buyers. The conventional Aura sedan has been a smash hit with reviewers, and I believe the Aura Hybrid should be too.

Inexpensive as it is, though, the Aura Hybrid is controversial. Toyota's (TM) hybrid business is booming—the Prius' sales have doubled in the first five months of 2007, to 76,747 units—and Detroit automakers want a piece of the action. But critics will say the Aura Hybrid is little more than another sign of how far behind Detroit is. That's because the Aura Green Line is a "mild" hybrid that doesn't have the fuel efficiency of a "full" hybrid such as the Toyota Prius and Camry.

The Aura is rated to get 28 mpg in the city and 35 on the highway; in 230 miles of mainly highway driving, I got 31.3 mpg. That's good, and significantly better than the 20 mpg in the city and 30 mpg at which the conventional, gasoline-powered Aura is rated. But it's nowhere near the 60 mpg in the city and 51 on the highway that the Prius gets. It's also less than the 40 mpg in the city and 38 on the highway you'll get in the comparably-sized Toyota Camry Hybrid.

If you want a more efficient Saturn hybrid, you'll have to wait. The current Saturn Vue Green Line sport utility vehicle, which came out last summer, uses the same hybrid technology as the Aura. Next year, however, the Vue Green Line will be offered with a more efficient, two-mode, hybrid technology. Saturn also has a far more efficient plug-in hybrid technology under development that will have a rechargeable lithium-ion battery pack.

The Aura has lower fuel efficiency than the Toyotas because it has a smaller electric motor that's essentially a more-powerful-than-usual starter motor. In the Aura, the electric motor assists the gasoline engine during acceleration, rather than sometimes powering the car on its own as it does in the Toyotas. As with other hybrids, the Aura's hybrid system also cuts down on gasoline usage by cutting off fuel flow early during deceleration, shutting off the engine at idle, and capturing energy generated by braking.

Combined, the Aura's electric motor and 2.4-liter gasoline inline four-cylinder engine produce 164 horsepower, and 159 foot-pounds of torque at 5,000 revolutions per minute.

Despite its low list price, the Aura Green Line comes fairly well loaded. Standard equipment includes electronic stability control, power steering, front, side, and side-curtain airbags, cruise control; power mirrors, locks, and windows; air conditioning, and one year of free OnStar telematics service.

There are hardly any available options on the Aura Green Line. The main ones are an $800 power sunroof and a $345 preferred package that includes heated and adjustable outside mirrors, an eight-way, power-adjustable seat, and steering-wheel mounted audio controls.

The Aura has a five-star safety rating in both front and side impact crash tests, and a four-star rating when it comes to the risk of rollover.

The Aura Hybrid seems to be adding to Saturn's cachet. Early numbers on the new model from the Power Information Network show that 61.5% of all buyers didn't already own a Saturn—an indication that the Aura is luring brand new customers into Saturn dealerships.

Behind the Wheel

I would definitely consider buying this car, but not because it's fun to drive. The Aura hybrid is a nicely designed but sedate family sedan that gets better-than-average mileage and costs less than its main rivals. But if you're looking for a car with pep, this isn't the model for you.

Even assuming that most people shopping for a budget hybrid sedan aren't lead-foots, this car is quite slow. My best times in accelerating from 0 to 60 were a little under 11 seconds (far slower than the 7.8 to 8 seconds I got in a Toyota Camry Hybrid). There's a noticeable lag when you punch the gas in the Aura Hybrid, and the car then takes its own sweet time about winding out to highway speed.

That said, the Aura is based on GM's European-made Opel Vectra and the Aura Hybrid's steering and suspension have a tight, European feel to them.

GM has done a nice job with the Aura's interior, even though the materials used are inexpensive. The cloth seats and metallic trim in my test were attractive and the dark and light gray color scheme was tasteful and appealing. There's nothing fancy about the Aura's interior, but it's clean-looking, roomy, and functional. For me, the only discordant note is the ugly orange numerals on instrument readouts.

As in most sedans these days, the Aura's rear seats fold down in a 60/40 pattern. There's a good-sized pass-through to the Aura's 13.1 cubic-feet truck. The Aura's doors are unusually wide, making getting in and out of the vehicle relatively easy.

The Aura Green Line's automatic transmission has a practical feature. It has a "D" setting for normal driving, but also an "I" setting (intermediate) for use on hilly and winding roads that reduces vehicle speed without extra shifting. There's also a low setting for use in very hilly or muddy conditions, deep snow, etc.

You also have the option of sacrificing passenger comfort to save fuel. With the air conditioning set on "normal, or the defrost running, the engine doesn't shut down at complete stops as it normally would. However, there's a "hybrid air conditioning" mode that uses less fuel, but "at the expense of cabin cooling performance," as the owner's manual puts it.

The Aura doesn't have the elaborate graphics other hybrids have to help you monitor fuel consumption. However there is a little gauge to show when you're charging the batteries or getting an assist from the gas engine.

Buy It Or Bag It?

If your priority is maximum fuel efficiency, the Aura Green Line isn't the car for you. The Prius, though smaller, does much better. So does the Honda (HMC) Civic hybrid, which is rated to get 49 mpg in the city and 51 on the highway. In fact, I got slightly higher mileage in the conventional, gasoline-powered versions of both the Toyota Corolla and Honda Civic.

However, if you're hoping to buy a midsize hybrid sedan, the Aura offers excellent value, especially if you're on a tight budget. The Aura's main competitors (now that Honda is phasing out the Accord hybrid) are the Camry and the new Nissan (NSANY) Altima hybrid, both of which are substantially more expensive than the Aura.

The Power Information Network only has preliminary data on the Aura Hybrid because it's so new to the market. But PIN figures the Aura Hybrid has been selling so far for an average of $22,793, taking into account an average rebate of $1,344. By comparison, the Camry hybrid sells for an average of $28,359 and the Altima for $26,872. (The compact Honda Civic hybrid costs an average of $22,848, almost exactly the same as the Aura.)

Depending on your tax situation, you also have to factor in the federal tax credit, as well as state, local, and employer credits that may apply (see BusinessWeek.com, 6/8/06, "Harnessing Hybrid tax Credits"). Buying an Altima Hybrid will earn you a $2,350 federal credit ($1,050 more than the credit on the Aura). The Camry Hybrid only carries a $650 U.S. tax credit through September, after which the federal tax credit on all Toyota hybrids is scheduled to be phased out. (If you qualify for the alternative minimum tax, these numbers may be irrelevant—you probably won't get any federal tax benefit from buying a hybrid).

The bottom line is that the average Aura costs at least $3,000 less than its two main rivals, but isn't as fuel efficient or as speedy. To figure out your likely cost over the life of the vehicle, go to hybridcenter.org, a Web site operated by the Union of Concerned Scientists, and plug information on your driving habits, how long you expect to keep the car, and so forth, into the site's buyer's guide.

For many shoppers, the Aura will turn out to be the cheapest option. It's also made in Kansas City by union workers, and has 86% U.S. and Canadian content. So for Buy American types, the Aura is the hybrid family sedan of choice.