2008 Mitsubishi Lancer First Drive

A Lancer ill-equipped to penetrate its competitors' armor by Thom Blackett
Mitsubishi Lancer: Introduction

Mitsubishi Lancer – First Drive: Life must be hard for the Mitsubishi Lancer. Forever in the shadow of its twin, the all-wheel-drive Evolution, it can only dream of having its own cult following or serving as the primary life line for its struggling brand. Nonetheless, the Lancer soldiers on, finding its niche among rental fleets and buyers who opt not for the Honda Civic, Toyota Corolla, or other leading competitors. For 2008, Mitsubishi hopes to woo even more buyers with the Lancer’s aggressive styling, roomy interior, responsive handling, and range of basic to sport-tuned models, each backed by one of the best warranties in the business. Unfortunately, none of that addresses the loud ride, questionable materials, and lack of refinement.

The Basics: Origins

When it hits the lots in February, the 2008 model will represent the ninth generation for the Lancer nameplate. First introduced in 1973, the Lancer has a history based on performance and has been involved with multiple rally-racing championships. This new model rides on the brand’s C platform which is also used for the new Outlander SUV and will serve as the backbone of the upcoming Evolution X.

The Basics: Model Mix – DE Standard Features

Want basic four-door transportation? Mitsubishi’s got ya covered with the 2008 Lancer DE, a modestly equipped model that offers up the bare essentials, not to mention the brand’s outstanding warranty: five years/60,000 miles for basic coverage, 10 years/100,000 miles for the powertrain, and seven years/100,000 miles for rust. Prices start at about $14,000. Standard equipment includes 16-inch steel wheels, a tilt steering wheel, seven airbags with one for the driver’s knee, a tire pressure monitoring system, and a 140-watt audio system with a CD/MP3 player and speed-compensated volume. DE buyers also get a trip computer and power windows, though power door locks are not part of the deal.

The Basics: Model Mix – ES Standard Features

Positioned in the middle of the model lineup, the 2008 Mitsubishi Lancer ES takes the DE and adds chrome and color-keyed accents to the exterior and silver accents to the interior, power mirrors and door locks, air conditioning, 16-inch alloy wheels, upgraded cloth seat fabric, a height-adjustable driver’s seat, floor mats, and a rear split bench with a fold-down center armrest. There are also some welcome little touches like an additional power outlet, front map lights, and a rear coat hanger. More obvious are the steering wheel buttons for the radio and cruise control (and Bluetooth devices), and the keyless entry remote.

The Basics: Model Mix – GTS Standard Features

With the obvious exception of the Evolution X model, which is expected to debut within the next year, the GTS is the sportiest Lancer you can buy. Specific cues include a lower body kit, a rear spoiler, 18-inch alloy wheels, automatic climate control, a leather-wrapped steering wheel and shift knob, chrome interior trim, premium fabric on sport bucket seats, and paddle shifters on the steering wheel (if you opt for the continuously-variable automatic transmission (CVT). A sport-tuned suspension also serves to add some zeal to the GTS, as do the chrome exhaust tip and front fog lights.


The Basics: Model Mix –Options

In an effort to dress up their rides a bit, DE and ES buyers can opt for front fog lights, while folks selecting the DE can go crazy with a set of Mitsubishi floor mats or the A/C and Power Package, which includes manual air conditioning, antilock brakes, and power door locks. A Sun & Sound Package can be fitted to ES and GTS Lancers, providing a 650-watt Rockford-Fosgate sound system, a subwoofer, six months of Sirius satellite radio service, an iPod jack, and a power sunroof. Finally, the Navi & Tech Package, available on the GTS (navigation is a dealer-installed option on the ES), features a touch-screen navigation system with extra hard drive space for storing music, and Mitsubishi’s FAST-Key remote system.

What’s New: Exterior Design


If there was one area in which the previous Lancer was lacking, it was most definitely style. For 2008, the exterior design is entirely new, replacing what was dowdy with an aggressive front end accented by sleekly slanted headlights, a raised hood, muscular flanks, and a sharp tail. Opinion around the office is mixed regarding whether the Lancer breaks new ground or just offers a new take on the previous generation Galant – either way, it’s an improvement. GTS models get a little extra visual zing with unique alloy wheels, a body kit, fog lights, and a rear spoiler. Visibility is satisfactory and the ample trunk features a wide opening, lined lid, and ES and GTS versions benefit from a split-folding rear seat.

What’s New: Interior Design

It must be said up front that the cars Mitsubishi provided for evaluation were pre-production models, so any fitment or materials issues we noticed needed to be taken with a grain of salt. But it’s safe to assume that most of what we experienced will make it to your local showroom, including the low-budget and hard headliner, the vinyl sun visors, and the excessive use of hard plastic that plays a hollow tune when tapped with a finger. Most of the primary controls and dials are hard plastic, lacking the preferable rubber grips. Storage is adequate and includes a front center armrest cubby. Overall, we’re OK with the design, but wish for higher quality materials.

What’s New: Front Seat Comfort

Each Lancer gets its own seat fabric, with noticeable improvements in quality and feel as you climb the trim ladder. We spent the bulk of our time in a GTS model with the standard sport buckets, and can report that the fabric does indeed feel softer than that in the ES, and there’s little to dislike about the GTS’s comfort and substantial side bolsters. Window sills are wide enough to accommodate forearms, but they’re too high and the hard plastic leaves something to be desired. Padded door armrests are too low and become narrow where they need to be thick for resting elbows; the center armrest is too far back. We like the tilt wheel, but missed a telescoping function.

What’s New: Rear Seat Comfort

Our five-foot-eight-inch tall editor found the 2008 Mitsubishi Lancer’s back seat to be quite roomy, reporting abundant foot, leg, and head room. The bench seat height and wide-opening doors allow for easy ingress/egress, and the soft front seatbacks are easy on intruding knees. The bench itself is very comfortable, featuring a natural recline position, slightly bucketed lower sections, and inconsequential side bolsters. Three headrests are provided, though the center seat section is not terribly hospitable. Upper trims get a split seat back and a padded fold-down center armrest with cupholders. All in all, the Lancer’s rear seat passengers are treated quite well, and in no way is this your typical econocar penalty box.

What’s New: Primary Controls

Designers have done an admirable job in regards to placement of the 2008 Lancer’s primary controls. The heating and air conditioning systems, for instance, are operated with three big dials on the center dash, each clearly marked and easy to manipulate. Above is a sound system that replaces a traditional face plate with dash-integrated buttons – thumbs up for clearly-marked buttons, but thumbs down for forcing the driver to reach for some of them. When so equipped, steering wheel controls are big enough for the thick-thumbed among us, and the oft-used power windows/door locks/mirrors buttons are intuitively placed on the driver’s door switch panel.

What’s New: Hardware

Underneath the 2008 Mitsubishi Lancer’s skin is a suspension system comprised of MacPherson struts up front, a multi-link setup out back, and stabilizer bars (no rear bar for the Lancer DE). Engineers redesigned the front suspension in an attempt to eliminate what some called the previous model’s hard ride and harshness over bumps. GTS models feature unique spring rates, shock tuning, and larger stabilizer bars. Steering is courtesy of a rack-and-pinion assembly, while braking is the responsibility of vented front discs (larger on the GTS), and depending on the model, either rear drums (DE and ES) or solid rear discs (GTS). Antilock brakes with electronic brake force distribution are standard on the GTS, optional on the Lancer DE and ES.

What’s New: Under the Hood

All Lancers derive power from a 2.0-liter, dual overhead cam, 16-valve four-cylinder aluminum engine that runs on 87-octane gas. In California, Lancers carry a PZEV rating and push 143 horsepower at 6,000 rpm and 143 lb.-ft. at 4,250; elsewhere, Lancers are rated at Tier 2 bin 5, and without the restrictive PZEV emissions equipment horsepower jumps to 152 and torque to 146 lb.-ft. Despite offering more power than last year’s 2.0-liter, the new engine weighs almost 60 pounds less. A standard five-speed manual returns an EPA-estimated 21 mpg city and 29 mpg highway (lower due to revised 2008 EPA testing). A continuously-variable automatic is optional, and the GTS adds paddle shifters. A 2.4-liter engine may debut at a later date.

Driving: Test Day

Thankfully, we drove the 2008 Mitsubishi Lancer before California’s Winter From Hell officially took effect. Escaping the eventual ravages of snow, ice, and generally lousy weather experienced during the winter of 2007, Mitsubishi paired us up with a variety of ES and GTS models for some highway and twisty back road cruising around Santa Barbara. Ample seat time afforded us the opportunity to evaluate the Lancer on lengthy stretches of the 101 freeway, and a pre-determined route made sure we tasted the GTS’s sport-tuned suspension. All the while, the sun shone down on us and kept the roads clean and dry.

Driving: Powertrain

Put the pedal to the floor, and the Lancer will definitely get out of its own way, but it never feels quick and the engine’s loud operation and lack of refinement further detract from the driving experience. We drove CVT-equipped models (Mitsu expects these to make up about 85 percent of sales), including a GTS with paddle shifters. It’s hard to imagine distinct shift points from a CVT, but click the paddles and you can indeed feel a response from the transmission. Though the paddles don’t move with the steering wheel, they’re tall and are usually within reach even when turning hard to the left or right. We saw 17.2 mpg in hard driving and about 25 mpg on the highway.

Driving: Ride and Handling

In both the ES and GTS Lancers we experienced nicely weighted and responsive steering with a linear feel through the corners – no overboosting or kick back through the wheel. Likewise, brakes impressed with effectiveness, easy modulation, and fade-free operation even after a heated downhill run. The ES we drove was a bit stiff but comfortable in routine driving. On the other hand, the sportier GTS with its special tuning and larger tires and brakes felt taut and well balanced, which gave us the sense that the powertrain was outmatched by the chassis. When pushed in the corners, the GTS exhibited some controlled body roll and was actually fun…until the loud Dunlops gave up traction.

Advice: Selling Points

There are a number of reasons to consider the 2008 Mitsubishi Lancer, not the least of which is its outstanding powertrain warranty. Aside from that, there’s styling that is arguably sporty and less polarizing than that of some of its competitors, and don’t discount the spacious interior, seven airbags, or available paddle shifters. Drivers who like to have a little fun (but not too much) when behind the wheel will enjoy the GTS’s hardware enhancements and bolstered seats, while buyers of the lesser models should appreciate the tight steering and ample visibility. If that’s not enough, there’s a decent list of options to make the 2008 Mitsubishi Lancer just how you like it

Advice: Deal Breakers

The Lancer conjures up thoughts of the Acura RL we drove last year, a car that (at that time) purportedly pushed 300 horses but felt more like 200. Mitsubishi says the new Lancer puts out 152 ponies (143 in CA), but in reality it feels significantly less. Equaling the lack of power is the lack of refinement in the powertrain and the interior. On our wish list are some better materials and an exhaust note on the DE and ES models that doesn't make us check the Yellow Pages for the closest Meineke.

Advice: Competitors

Buyers have been and will continue to be interested in cars like the Lancer because of price, size, and efficiency. The multitude of choices is good for them but puts pressure on companies such as Mitsubishi, which wants to sell significant numbers of its new Lancer. When it arrives in March, Mitsu’s sedan will be sparring with the Ford Focus, Honda Civic, Hyundai Elantra, Kia Spectra, Mazda3, Nissan Sentra, Subaru Impreza, Suzuki Forenza, Toyota Corolla, and the Volkswagen Rabbit.

Specifications: Price, Powertrain, MPG

Test Vehicle: 2008 Mitsubishi Lancer GTS
Price: Prices start at about $14,000
Engine Size and Type: 2.0-liter four-cylinder
Engine Horsepower: 152 at 6,000 rpm
Engine Torque: 146 lb.-ft. at 4,250 rpm
Transmission: Continuously-variable automatic
EPA Fuel Economy: 28 mpg highway (city mpg not currently available)
Observed Fuel Economy: 17.2 mpg during aggressive driving; 25 mpg on the highway

Specifications: Dimensions

Curb Weight, lbs.: 3,109
Length, inches: 180
Width, inches: 69.4
Wheelbase, inches: 103.7
Height, inches: 58.7
Legroom, inches (front/rear): 42.2/36.1
Headroom, inches (front/rear): 39.6/36.9
Max. Seating Capacity: Five
Max. Cargo Volume, cu.ft.: 11.6
Photos courtesy of Mitsubishi

2007 Nissan Quest Review

What We Drove

Nissan Quest: Review – The setup was perfect. Three members of our CarTV crew needed a rig to transport themselves and their gear from Orange County to Las Vegas for the SEMA show. Turns out Nissan had a 2007 Quest 3.5 SE available, complete with leather seats, a navigation system, a fold-flat third-row seat, and a dual-screen DVD system. Plus, the EPA-rated 25 mpg on the highway would leave more in the budget for Vegas-style entertainment.
Unfortunately, the mileage never hit much above 18 mpg, so what didn't go toward gas bought burgers in the hotel diner with an "Elvis" show. And after a 500-mile journey, the "uncomfortable" Quest failed to win any fans. Overall, our editors agreed.
Why We Drove It

Since it was completely redesigned a few years back, the Nissan Quest has been a love-it-or-hate-it minivan (our staff is currently about evenly split). The interior layout, with its center dash pillar and oddly-placed gauges, has been a little wacky, and the exterior design features more than its share of unique styling cues. Plus, quality has been a nagging issue. So, when Nissan announced that the 2007 model would address all of these issues, we wanted to determine that statement's accuracy and, of course, pass our findings on to you. What we discovered was a more agreeable interior and hit-or-miss quality, including a door that didn't fit correctly, a door that didn't always work, and discolored paint.

Performance

Under the Quest's hood is a 3.5-liter V6, a similar yet detuned version of the engine Nissan uses in several other models. With 235 horses on tap, there's plenty of power for confident highway passes, though the throttle can be touchy and the Quest feels less energetic than the relatively sporty Honda Odyssey. After a week of driving, including more than 500 miles to and from Las Vegas, we recorded 17.8 mpg (the EPA estimates 21 mpg in mixed driving). Some drivers complained about occasional hard shifts from the five-speed transmission – others never experienced any issues, and except for a few instances of hunting for the appropriate gear, found the tranny's operation to be smooth and seamless.

Handling

When considering Japan's Big 3 (Honda, Nissan, Toyota), Nissan is generally viewed as the performance-oriented brand. However, thinking back on the Odyssey and Sienna minivans we drove last year, the 2007 Quest seems to fall mid-pack in terms of handling. In contrast to the fairly responsive Honda, the Quest is too soft on those exit ramps taken a little too fast, it's steering offers road feel but feels vague, and the hard run-flat tires add an odd harshness to the ride. Collectively, it feels as though engineers coupled overly stiff shocks with soft springs, resulting in neither a completely sporty nor comfortable experience. Braking, on the other hand, was free of fault thanks to four-wheel vented discs' effectiveness and instinctive modulation.

Visibility

Look at the Quest's expansive wrap-around greenhouse and you'll think that visibility is terrific. Indeed, the side glass is long, side mirrors appear ample, and the windshield is enormous. However, when the driver looks over her right shoulder, the second row headrests block the view, and the rear headrests eat up a big chunk of the rear window. Thankfully, a pull of the strap on the back of the third-row bench folds those noggin supports easily. Outside, the beltline gradually rides, making it hard to see cars traveling next to the rear passenger side, while the driver's mirror allows for a blind spot when cars are close on the left. The optional rearview camera is a huge help when backing up.

Fun to Drive

There's really only one minivan on the market that teases its driver with a slight fun-to-drive demeanor, and that's the Honda Odyssey. The Toyota Sienna falls short, as do vans from Chrysler, General Motors, Hyundai/Kia, and Nissan. The 2007 Quest is fine for covering the daily commute or running errands, as it offers enough power, a decent ride, and fuel economy that's acceptable (though not great) for such a large and heavy vehicle. That being said, there's nothing fun about it, including the vague steering, adequate but hardly scorching horsepower, and soft suspension that interestingly takes on speed bumps with harshness. But, come on – it's a minivan – fun is a possible by-product, not a crucial ingredient.

Front Comfort

Flat. We're betting that will be the first impression of the majority of drivers who slide onto the 2007 Nissan Quest's front chair. No, the drive and passenger don't get buckets (that would connote luxuries like contours and shape) – they get chairs, albeit spacious and well-padded chairs. Seat bottoms are wide, somewhat firm, and did we mention utterly devoid of bolstering? Add in optional leather upholstery and you've got yourself a great little slip-and-slide game. The seat back is slightly curved, though what's there doesn't truly qualify as bolsters. We found the comfort level to be acceptable for short trips, but our video crew returned from a 500-mile trip complaining about the seats' lack of comfort and support.

Rear Comfort


We didn't like the 2007 Nissan Quest's front seats – we liked the rear seats even less. The second row chairs were even flatter than the front, though they did recline. The Quest lacks operable second row windows found on competitors, and the power sliding doors were at times unwilling to work as promised. Large grab handles on the front pillars assist with entry and once seated second-row passengers will enjoy lots of head and leg room, as well as folding armrests. The third-row bench is flat and stiff, with enough room for children or adults under six feet tall. It sits higher than the second row, allowing for a better view to the front.

Interior Noise

With a winder sticker topping $40,000, we expected less noise from the 2007 Nissan Quest. There was noticeable road and tire noise, and a fair amount of wind noise around the windshield and door seams at high speeds. Hard Michelin run-flat tires exacerbated the problem. Most of the staff found it to be less than bothersome, though staffers who drove the Quest round-trip to Vegas would hardly concur. The 3.5-liter V6, which does not include silent operation among its many accolades, sounds and feels somewhat unrefined when pushed for power, but it's not raucous. One could compare the Quest's engine to a Ford V6, which has a similar grainy sensation, though the Nissan's six is more refined overall.

Loading Cargo

Cumbersome is an accurate way to describe the Quest's third-row bench seat. It's a process of pulling straps, pulling on handles, and leaning your pant legs against a possibly dirty rear bumper to get enough leverage to pull the whole unit back into the floor's deep cargo hold. There's some spring-loaded assist in there to help, but the exercise remains awkward and more complex than with competitors. Second row seats can be folded nearly flat, though not quite, and they are not easily removed. Sliding items onto a completely flat load floor from the side doors is not possible. The power tailgate button on the rear inside pillar is easy to reach but requires standing or reaching under the gate to close it.

Build Quality

Upon close visual inspection, the interior of our 2007 Nissan Quest tester appeared to be well-constructed, and when we started tugging on parts to uncover any problems, the only complaint revolved around a loose wardrobe hook over the second row seats. Seams around the instrument panel and glovebox could've been more consistent, and we could've done without the tinny sound when shutting the door, but otherwise we had little to criticize. The exterior, on the other hand, exhibited more than its share of issues, including a driver's door that was about ¼ inch from being flush near the roofline, a discolored front fascia, a loose grille, irregular gaps around the headlights, and a misaligned tailgate – a bit much for more than $40,000.

Materials Quality

Materials used to construct the 2007 Nissan Quest are generally of high quality, with a few exceptions. We liked the matte, padded plastic on the dash and upper doors, and complimented the mesh headliner with matching fabric on the visors and front sunshade. Leather on the steering wheel and seats felt durable, and thoughtful touches, such as felt lining in the driver's side dash pocket, are found when inspecting the details. Rubberized grips on the main control dials were an added plus. What we didn't like were the low-budget vinyl sunshades on the overhead glass roof panels, and a rubberized gear shift knob that should've been leather.

Styling

For 2007, there are a few notable changes to the Quest's design, most significantly to the interior. The 2006 Quest housed its gauge cluster atop the center dash rather than behind the steering wheel, a move that, despite being attempted by other manufacturers, has failed to gain approval from U.S. buyers. That Quest also featured a distinct vertical dash column with a near-horizontal instrument panel. For 2007, the gauges are behind the steering wheel and that center stack has been better integrated into the dash design. Exterior updates include new wheels, a more attractive grille design, and slightly revamped lenses. The result? It looks much like the same ol' Quest, unless you're intimately aware of the previous dash layout.

Storage

Minivans typically transport people, and with those people comes their stuff. The 2007 Nissan Quest is ready for the challenge, offering average pockets on the side doors, seatback pockets, a large glovebox, two big cubbies on the center dash and console, a deep front center armrest with a removable liner and retractable cover, as well as a few lined slots for holding parking cards or coins. The lined pocket next to the driver's left knee on the dash is quite large. Third row passengers get a large cubby on the left side, and the whole crew is treated to ten cupholders (based on our seven-passenger test vehicle). When the third row seat is raised, a deep cargo well is also available.

Infotainment Controls

Audio controls on our 2007 Nissan Quest 3.5 SE tester included clearly labeled buttons for seek, tune, mode, and presets on the instrument panels. A center dial with a rubber grip controls volume and power, though a few times we grabbed the heat control dial, which is positioned closer to the driver, when trying to play with the radio. Steering wheel audio buttons – including volume, mode, and tune – are great for big-thumbed fumblers. The CD and DVD players are placed below the radio. For the sake of simplicity and clean design, we wish the radio and CD player were one unit. The optional navigation system features thoughtful dash buttons, but uses a small and finicky joystick rather than the preferred touch screen.

Climate Controls

Except for occasionally turning up the heat when we meant to crank up the tunes, our experience with the Quest 3.5 SE's triple-zone climate control system was issue free. Front passengers enjoy individual temperature control dials with rubber grips, while rear occupants get their own system. Buttons on the dash include mode, fan speed, and bless those Nissan designers – a simple off button (you might be surprised by how many systems lack such a seemingly obvious feature). Readouts for temperature and fan speed are presented on the bottom of the navigation screen, which sits atop the center dash. Rear climate controls are located overhead.

Secondary Controls

All of the controls for the stuff we all use most (power windows, power locks, power mirrors) are just where you'd expect – on the door panels. Buttons for the power doors and sunroof are operated by controls placed overhead. Nothing too unusual so far. However, try finding the heated seat buttons and you might be in for a hunt (we were, and just to prevent ourselves from feeling stupid, we'll assume you would be, too). Those buttons are a bit out of reach on the lower seats, separate from the recline and slide buttons. Also unusual is the power tailgate button mounted on the D-pillar, which requires standing below or reaching in the path of the tailgate when you want it closed.

Specifications

Test Vehicle: 2007 Nissan Quest 3.5 SE
Price of Test Vehicle: $40,865 (including a $605 destination charge)
Engine Size and Type: 3.5-liter V6
Engine Horsepower: 235 at 5,800 rpm
Engine Torque: 242 lb.-ft. at 4,400 rpm
Transmission: Five-speed automatic
EPA Fuel Economy (city/highway): 18/25 mpg
Observed Fuel Economy: 17.8 mpg
Competitors:
Dodge Grand Caravan
Honda Odyssey
Toyota Sienna

2nd Opinion – Fabin

Nissan Quest – James Fabin's Opinion:
When it comes to minivans, there are a lot of expectations. You expect comfort, plenty of storage, lots of cupholders, and a great overall value. The Nissan Quest appears to not have been designed to meet those typical expectations, instead focusing on qualities not normally associated with a minivan. While its seats are very uncomfortable, its cupholders and storage bins limited, and high sticker price erases any value, it does offer a slightly sporty driving experience. The brakes are strong, the steering well weighted, and the engine relatively responsive, though our test car's transmission was not always smooth. My recommendation is to consider the Hyundai Entourage or Kia Sedona, both offering a much greater value at a far lower price.
2nd Opinion – Sullivan

Nissan Quest – Mike Sullivan's Opinion:
For a minivan, the Quest is powerful, nimble, and features precise steering and braking, but if you are considering a minivan for more traditional reasons - like comfort, convenience, and value - it's not up to par with the competition. The driving position is awkward, the front and second row passenger seats are both stiff and uncomfortable, and family necessities like cupholders and storage compartments are scarce. In terms of performance and cargo room, the Quest does the job, but if you buy one, you'll probably have to deal with some cranky passengers.
Photos courtesy of Ron Perry
http://www.car.com/content/home/index.cfmwww.car.com

2007 Nissan Quest Review

What We Drove

Nissan Quest: Review – The setup was perfect. Three members of our CarTV crew needed a rig to transport themselves and their gear from Orange County to Las Vegas for the SEMA show. Turns out Nissan had a 2007 Quest 3.5 SE available, complete with leather seats, a navigation system, a fold-flat third-row seat, and a dual-screen DVD system. Plus, the EPA-rated 25 mpg on the highway would leave more in the budget for Vegas-style entertainment.
Unfortunately, the mileage never hit much above 18 mpg, so what didn't go toward gas bought burgers in the hotel diner with an "Elvis" show. And after a 500-mile journey, the "uncomfortable" Quest failed to win any fans. Overall, our editors agreed.
Why We Drove It

Since it was completely redesigned a few years back, the Nissan Quest has been a love-it-or-hate-it minivan (our staff is currently about evenly split). The interior layout, with its center dash pillar and oddly-placed gauges, has been a little wacky, and the exterior design features more than its share of unique styling cues. Plus, quality has been a nagging issue. So, when Nissan announced that the 2007 model would address all of these issues, we wanted to determine that statement's accuracy and, of course, pass our findings on to you. What we discovered was a more agreeable interior and hit-or-miss quality, including a door that didn't fit correctly, a door that didn't always work, and discolored paint.

Performance

Under the Quest's hood is a 3.5-liter V6, a similar yet detuned version of the engine Nissan uses in several other models. With 235 horses on tap, there's plenty of power for confident highway passes, though the throttle can be touchy and the Quest feels less energetic than the relatively sporty Honda Odyssey. After a week of driving, including more than 500 miles to and from Las Vegas, we recorded 17.8 mpg (the EPA estimates 21 mpg in mixed driving). Some drivers complained about occasional hard shifts from the five-speed transmission – others never experienced any issues, and except for a few instances of hunting for the appropriate gear, found the tranny's operation to be smooth and seamless.

Handling

When considering Japan's Big 3 (Honda, Nissan, Toyota), Nissan is generally viewed as the performance-oriented brand. However, thinking back on the Odyssey and Sienna minivans we drove last year, the 2007 Quest seems to fall mid-pack in terms of handling. In contrast to the fairly responsive Honda, the Quest is too soft on those exit ramps taken a little too fast, it's steering offers road feel but feels vague, and the hard run-flat tires add an odd harshness to the ride. Collectively, it feels as though engineers coupled overly stiff shocks with soft springs, resulting in neither a completely sporty nor comfortable experience. Braking, on the other hand, was free of fault thanks to four-wheel vented discs' effectiveness and instinctive modulation.

Visibility

Look at the Quest's expansive wrap-around greenhouse and you'll think that visibility is terrific. Indeed, the side glass is long, side mirrors appear ample, and the windshield is enormous. However, when the driver looks over her right shoulder, the second row headrests block the view, and the rear headrests eat up a big chunk of the rear window. Thankfully, a pull of the strap on the back of the third-row bench folds those noggin supports easily. Outside, the beltline gradually rides, making it hard to see cars traveling next to the rear passenger side, while the driver's mirror allows for a blind spot when cars are close on the left. The optional rearview camera is a huge help when backing up.

Fun to Drive

There's really only one minivan on the market that teases its driver with a slight fun-to-drive demeanor, and that's the Honda Odyssey. The Toyota Sienna falls short, as do vans from Chrysler, General Motors, Hyundai/Kia, and Nissan. The 2007 Quest is fine for covering the daily commute or running errands, as it offers enough power, a decent ride, and fuel economy that's acceptable (though not great) for such a large and heavy vehicle. That being said, there's nothing fun about it, including the vague steering, adequate but hardly scorching horsepower, and soft suspension that interestingly takes on speed bumps with harshness. But, come on – it's a minivan – fun is a possible by-product, not a crucial ingredient.

Front Comfort

Flat. We're betting that will be the first impression of the majority of drivers who slide onto the 2007 Nissan Quest's front chair. No, the drive and passenger don't get buckets (that would connote luxuries like contours and shape) – they get chairs, albeit spacious and well-padded chairs. Seat bottoms are wide, somewhat firm, and did we mention utterly devoid of bolstering? Add in optional leather upholstery and you've got yourself a great little slip-and-slide game. The seat back is slightly curved, though what's there doesn't truly qualify as bolsters. We found the comfort level to be acceptable for short trips, but our video crew returned from a 500-mile trip complaining about the seats' lack of comfort and support.

Rear Comfort


We didn't like the 2007 Nissan Quest's front seats – we liked the rear seats even less. The second row chairs were even flatter than the front, though they did recline. The Quest lacks operable second row windows found on competitors, and the power sliding doors were at times unwilling to work as promised. Large grab handles on the front pillars assist with entry and once seated second-row passengers will enjoy lots of head and leg room, as well as folding armrests. The third-row bench is flat and stiff, with enough room for children or adults under six feet tall. It sits higher than the second row, allowing for a better view to the front.

Interior Noise

With a winder sticker topping $40,000, we expected less noise from the 2007 Nissan Quest. There was noticeable road and tire noise, and a fair amount of wind noise around the windshield and door seams at high speeds. Hard Michelin run-flat tires exacerbated the problem. Most of the staff found it to be less than bothersome, though staffers who drove the Quest round-trip to Vegas would hardly concur. The 3.5-liter V6, which does not include silent operation among its many accolades, sounds and feels somewhat unrefined when pushed for power, but it's not raucous. One could compare the Quest's engine to a Ford V6, which has a similar grainy sensation, though the Nissan's six is more refined overall.

Loading Cargo

Cumbersome is an accurate way to describe the Quest's third-row bench seat. It's a process of pulling straps, pulling on handles, and leaning your pant legs against a possibly dirty rear bumper to get enough leverage to pull the whole unit back into the floor's deep cargo hold. There's some spring-loaded assist in there to help, but the exercise remains awkward and more complex than with competitors. Second row seats can be folded nearly flat, though not quite, and they are not easily removed. Sliding items onto a completely flat load floor from the side doors is not possible. The power tailgate button on the rear inside pillar is easy to reach but requires standing or reaching under the gate to close it.

Build Quality

Upon close visual inspection, the interior of our 2007 Nissan Quest tester appeared to be well-constructed, and when we started tugging on parts to uncover any problems, the only complaint revolved around a loose wardrobe hook over the second row seats. Seams around the instrument panel and glovebox could've been more consistent, and we could've done without the tinny sound when shutting the door, but otherwise we had little to criticize. The exterior, on the other hand, exhibited more than its share of issues, including a driver's door that was about ¼ inch from being flush near the roofline, a discolored front fascia, a loose grille, irregular gaps around the headlights, and a misaligned tailgate – a bit much for more than $40,000.

Materials Quality

Materials used to construct the 2007 Nissan Quest are generally of high quality, with a few exceptions. We liked the matte, padded plastic on the dash and upper doors, and complimented the mesh headliner with matching fabric on the visors and front sunshade. Leather on the steering wheel and seats felt durable, and thoughtful touches, such as felt lining in the driver's side dash pocket, are found when inspecting the details. Rubberized grips on the main control dials were an added plus. What we didn't like were the low-budget vinyl sunshades on the overhead glass roof panels, and a rubberized gear shift knob that should've been leather.

Styling

For 2007, there are a few notable changes to the Quest's design, most significantly to the interior. The 2006 Quest housed its gauge cluster atop the center dash rather than behind the steering wheel, a move that, despite being attempted by other manufacturers, has failed to gain approval from U.S. buyers. That Quest also featured a distinct vertical dash column with a near-horizontal instrument panel. For 2007, the gauges are behind the steering wheel and that center stack has been better integrated into the dash design. Exterior updates include new wheels, a more attractive grille design, and slightly revamped lenses. The result? It looks much like the same ol' Quest, unless you're intimately aware of the previous dash layout.

Storage

Minivans typically transport people, and with those people comes their stuff. The 2007 Nissan Quest is ready for the challenge, offering average pockets on the side doors, seatback pockets, a large glovebox, two big cubbies on the center dash and console, a deep front center armrest with a removable liner and retractable cover, as well as a few lined slots for holding parking cards or coins. The lined pocket next to the driver's left knee on the dash is quite large. Third row passengers get a large cubby on the left side, and the whole crew is treated to ten cupholders (based on our seven-passenger test vehicle). When the third row seat is raised, a deep cargo well is also available.

Infotainment Controls

Audio controls on our 2007 Nissan Quest 3.5 SE tester included clearly labeled buttons for seek, tune, mode, and presets on the instrument panels. A center dial with a rubber grip controls volume and power, though a few times we grabbed the heat control dial, which is positioned closer to the driver, when trying to play with the radio. Steering wheel audio buttons – including volume, mode, and tune – are great for big-thumbed fumblers. The CD and DVD players are placed below the radio. For the sake of simplicity and clean design, we wish the radio and CD player were one unit. The optional navigation system features thoughtful dash buttons, but uses a small and finicky joystick rather than the preferred touch screen.

Climate Controls

Except for occasionally turning up the heat when we meant to crank up the tunes, our experience with the Quest 3.5 SE's triple-zone climate control system was issue free. Front passengers enjoy individual temperature control dials with rubber grips, while rear occupants get their own system. Buttons on the dash include mode, fan speed, and bless those Nissan designers – a simple off button (you might be surprised by how many systems lack such a seemingly obvious feature). Readouts for temperature and fan speed are presented on the bottom of the navigation screen, which sits atop the center dash. Rear climate controls are located overhead.

Secondary Controls

All of the controls for the stuff we all use most (power windows, power locks, power mirrors) are just where you'd expect – on the door panels. Buttons for the power doors and sunroof are operated by controls placed overhead. Nothing too unusual so far. However, try finding the heated seat buttons and you might be in for a hunt (we were, and just to prevent ourselves from feeling stupid, we'll assume you would be, too). Those buttons are a bit out of reach on the lower seats, separate from the recline and slide buttons. Also unusual is the power tailgate button mounted on the D-pillar, which requires standing below or reaching in the path of the tailgate when you want it closed.

Specifications

Test Vehicle: 2007 Nissan Quest 3.5 SE
Price of Test Vehicle: $40,865 (including a $605 destination charge)
Engine Size and Type: 3.5-liter V6
Engine Horsepower: 235 at 5,800 rpm
Engine Torque: 242 lb.-ft. at 4,400 rpm
Transmission: Five-speed automatic
EPA Fuel Economy (city/highway): 18/25 mpg
Observed Fuel Economy: 17.8 mpg
Competitors:
Dodge Grand Caravan
Honda Odyssey
Toyota Sienna

2nd Opinion – Fabin

Nissan Quest – James Fabin's Opinion:
When it comes to minivans, there are a lot of expectations. You expect comfort, plenty of storage, lots of cupholders, and a great overall value. The Nissan Quest appears to not have been designed to meet those typical expectations, instead focusing on qualities not normally associated with a minivan. While its seats are very uncomfortable, its cupholders and storage bins limited, and high sticker price erases any value, it does offer a slightly sporty driving experience. The brakes are strong, the steering well weighted, and the engine relatively responsive, though our test car's transmission was not always smooth. My recommendation is to consider the Hyundai Entourage or Kia Sedona, both offering a much greater value at a far lower price.
2nd Opinion – Sullivan

Nissan Quest – Mike Sullivan's Opinion:
For a minivan, the Quest is powerful, nimble, and features precise steering and braking, but if you are considering a minivan for more traditional reasons - like comfort, convenience, and value - it's not up to par with the competition. The driving position is awkward, the front and second row passenger seats are both stiff and uncomfortable, and family necessities like cupholders and storage compartments are scarce. In terms of performance and cargo room, the Quest does the job, but if you buy one, you'll probably have to deal with some cranky passengers.
Photos courtesy of Ron Perry

Acura Advanced Sports Car Concept

Acura Advanced Sports Car Concept Preview – 2007 Detroit Auto Show:The Acura NSX was exactly the kind of car that we always knew Honda Motor Co। could build, bringing together the company’s wild-child Formula 1 expertise with its sensible shoes Civic-minded reliability and drivability. But despite its greatness, the NSX was allowed to wither, with hardly any attention paid to it during its 15-year run. With the Advanced Sports Car Concept, Acura is giving us a glimpse at what the NSX’s replacement will look like. While a few NSX cues are evident (the LED headlight treatment is meant to evoke the pop-ups of the original), its classic front-engine, rear-drive proportions speak to a completely different car, one with V10 power going to the rear wheels.

Acura Advanced Sports Car Concept Preview – 2007 Detroit Auto Show:The Acura NSX was exactly the kind of car that we always knew Honda Motor Co। could build, bringing together the company’s wild-child Formula 1 expertise with its sensible shoes Civic-minded reliability and drivability. But despite its greatness, the NSX was allowed to wither, with hardly any attention paid to it during its 15-year run. With the Advanced Sports Car Concept, Acura is giving us a glimpse at what the NSX’s replacement will look like. While a few NSX cues are evident (the LED headlight treatment is meant to evoke the pop-ups of the original), its classic front-engine, rear-drive proportions speak to a completely different car, one with V10 power going to the rear wheels.

2008 Ford Shelby GT500KR

2008 Ford Shelby GT500KR Preview – New York Auto Show: Ironically, the worse Ford does, the better Carroll Shelby seems to fare। You'd think that it would be the opposite, seeing as automaker and maker of autos are forever connected by historic acts of automotive genius. Yet when Ford falters, when they need a headline, ‘ol Carroll is at the ready, riding into town with a new supercar Ford fans will easily fall for, and hard. That, of course, is by design, and Shelby (with Ford) is at it again, this time at the 2007 New York Auto Show where they'll debut the Ford Shelby GT500KR in the Big Apple.

What's Under the Hood

“KR” is for King of the Road, and there's 540 horsepower that won't let you forget that the Ford Shelby GT500KR is one of the most powerful Mustangs ever built. The boost comes from the Ford Racing Power Upgrade Pack, while other upgrades include a carbon composite hood, air extractor vents and 14-inch Brembo brakes. The production version will come with 18-inch chrome wheels, not the show floor model's 20-inch set. Ford is planning for a build of about 1,000 units, at a price of $50,000. Photos courtesy of Ford Motor Co.

2008 Porsche 911 Turbo Cabrio Spied

2008 Porsche 911 Turbo Cabrio – Spy Photo: As if fresh-fallen snow wasn’t picturesque enough, Porsche had to unleash this exquisite piece of convertible craftsmanship, done up all in black no less, as proof that anything can be improved upon. It’s the 2008 911 Turbo Cabrio, represented here by a barely-disguised prototype caught testing in northern Sweden. Sliding into the brand’s lineup next to the 911 Turbo Coupe, which made its sales debut last summer, the Cabrio is said to utilize the same 480-horsepower 3.6-liter engine and all-wheel-drive system. Look for the six-speed manual and Tiptronic S automatic to also make the cut, along with 0-60 mph times mimicking the hard top’s sub-four second scores.

Thom Blackett

2007 Porsche 911 Turbo

The hard top version of the 911 Turbo hit the streets last year. Motivation for the rear-engine 2007 Porsche 911 Turbo comes from a 3.6-liter boxer engine that cranks out 480 horsepower at 6,000 rpm and 457 lb.-ft. of torque at only 1,950 rpm. Transmission choices include a six-speed manual or an optional Tiptronic S automatic, with the stick-shift pushing the all-wheel-drive Porsche to 62 mph in a brisk 3.9 seconds; the Tiptronic cuts that time to 3.7 seconds. An optional Sport Chrono Package Turbo allows for an extra short burst of power, pushing torque up to 501 lb.-ft. Top speed registers 193 mph on the speedometer. Porsche Traction Management works with the all-wheel-drive system to provide optimal handling.

2007 Porsche 911 GT3

For those who live their lives based on want and not need, and provided their bank accounts are flush with cash, Porsche offers another variant of the 911, the 2007 GT3. Engineers have managed to crank 415 horsepower and 300 lb.-ft. of torque from a 3.6-liter, naturally aspirated six-cylinder engine featuring dual overhead cams, 24 valves, and variable-valve timing. Selecting Sport mode unleashes an extra 18 lb.-ft. of torque between 3,000 and 4,000 rpm, all of which reaches the rear 3,075-lb. GT3’s 19-inch wheels with the aid of six-speed manual transmission.