इन्त्रोदुच्शन

Hyundai Elantra – Review: Every graduating class has one; the kid who lacks the looks, the smarts, and the personality to make it amongst the in-crowd. Therefore, it's amazing to discover that the well-dressed, well-educated, and personable center of attention at your 20-year reunion is that same forgettable kid. Two decades can represent a complete turnaround. Just ask Hyundai, once a company represented by the ironically-named Excel and now a legitimate Honda competitor. Time has been good to Hyundai, but this Korean powerhouse has worked hard to improve its products, expand its lineup, and deliver what the American car buyer desires. The results shine in models like the redesigned Elantra, a comfortable midsize sedan with features that belie its value-priced sticker.

What We Drove

We spent a week and roughly 600 miles behind the wheel of a 2007 Hyundai Elantra SE, which means our time, and thus this review, cover the mid-level model. To save some cash, buyers can opt for the GLS, or they can spend more and get additional features with the Limited. Our SE arrived with all the standard goodies and little else except for an $85 set of carpeted floor mats. The window sticker read $16,380; Hyundai has since raised prices by $150, so we'd see $16,530 for the same model on the lots today. Testing took place primarily along the highways and city streets of Southern California, though we did sneak away for an afternoon of fun in the local mountains.

Performance

With its 138-horsepower engine (132 horses and PZEV-rated in California and the Northeast), the Elantra feels ready to take on anything the daily commuter can throw its way. Throttle response is well modulated, and when paired with the light-effort clutch makes for effortless green-light launches and smooth operation in stop-and-go situations. The 2.0-liter four-banger eagerly climbs into redline territory, and during our aggressive driving loop proved capable of hanging out there for extended periods without complaint; though it was loud, the engine otherwise maintained a nice level of refinement. Equally impressive was the five-speed stick shift, characterized by slick movements and relatively short throws. We recorded 24.8 mpg overall, but that reflects some hard driving.

Handling

Many buyers want comfort andhandling, but truth be told, that's a hard package to deliver. In the case of the Elantra, the comfortable ride comes at the price of sporty handling. The steering remains light at all speeds and is too quick in reacting to input, but you'll never feel taxed when trying to navigate through traffic at slow speeds. The suspension absorbs most bumps well, though with its notable body roll the Elantra throws in the towel early on tight corners. That represents a point when you'd expect the 16-inch Kumho tires to squeal; they do, but only when you're on the very threshold of traction. Braking is great until the pads heat up, at which time they start to shudder.

Visibility

Though the rear pillars are a bit wide, they feature small inset windows that offer an extra glimpse of what's going on when merging. The rear window is set at an angle, which restricts the rearward view, but three retractable headrests help to make the most of rearward visibility. Same goes for the large exterior mirrors and expansive side glass. The B-pillars are narrow enough so as not to be a problem when checking for lane changes, but the base of the A-pillar is on the wide side.

Fun to Drive

Despite the soft suspension and the fact that this little rig has less then 140 horses under the hood, we actually had some fun driving it. Under everyday conditions, the smooth powertrain made for stress-free navigating, and became second nature after only a few miles. The fun came into play when wringing the engine out on highway ramps, and when repeatedly tickling redline up in the twisty mountains. Even the brakes, which started shuddering after a good dose of abuse, never lost their effectiveness. In short, the 2007 Hyundai Elantra is great at satisfying its daily tasks, and provided you can accept a few weaknesses, is a decent partner for a back road romp.

Front Comfort

For 2007, the Elantra matches its new style and size with an unquestionable focus on comfort. Our mid-level SE model, decked out in standard garb except for some floor mats, offered a surprising array of features designed to make the driver feel right at home. Among them were padded armrests on the doors (plastic) and between the seats (cloth), with leather on the shift knob and the tilt/telescoping steering wheel, and generous amounts of overall room. The driver's seat offered a manual height adjustment, and both front buckets were spacious and supportive. If anything, the chairs could use additional side bolstering. We also suggest a little padding on the doors and lower center console, areas that rub uncomfortably against the driver's knees in hard turns.

Rear Comfort

This is a spot where your friends and carpool buddies will be comfortable. Well, at least two of them will be, assuming they don't have extra long legs that cause their knees to rub against the hard center sections of the front seatbacks. Get past that though, and they'll find plenty of head and foot room, a soft fold-down center armrest with a couple of cupholders, three adjustable padded headrests, and lightly padded armrests on the doors. The cushions on the split bench are much like those up front, meaning they're firm and supportive; the seatbacks are set at a comfortable recline angle.

Interior Noise

Interior noise is one area where the Elantra SE's low price becomes less surprising. The outside noise penetrating the cabin isn't horrible, but with the pronounced road rumble there's no question regarding this Hyundai's economy car status. What's more intrusive is the engine. At highway speeds the tachometer is registering about 3,000 rpm, a number that's pretty common, but in the Elantra sounds more like 4,000 rpm. At that point, what's going on under the hood is forced to the forefront of the driver's mind. That being said, the tires, usual culprits when it comes to offensive interior noise, remain largely quiet, emitting only the slightest chirp when pushed to their limits.

Loading Cargo

The 2007 Hyundai Elantra is a midsize car, and as such, offers a spacious trunk. Thanks to a reasonable liftover height and wide opening, lifting and fitting large and bulky items into the cargo hold shouldn't be much of an issue, though make sure the lid hinges don't crunch your goods. The trunk is lined, except for the lid, and features two release tabs for each side of the split rear seat: Pull the tabs, and then walk around to the interior and fold each seat section. The seatbacks are covered in hard plastic, which means you won't need to fear ripping fabric when sliding in large items.

Build Quality

Even under our strict scrutiny, our Hyundai Elantra SE tester wasn't willing to fork over one build quality issue. We checked the gaps around the hood and trunk and along the door seams, we checked the flushness of the head and taillights, tugged on every interior bit we could grasp, and even rolled it over to see if anything shook loose. Yes, that last bit was a joke, though all the other stuff is true. If the Elantra has any secret build quality issues, we didn't unearth them.

Materials Quality

If you've read any of our reviews over the past few years, you're no doubt aware of our disdain for hard interior plastics. However, if they must be used, we see no reason for them to be anything but durable and of high quality. Hyundai apparently agrees. Indeed, the bits applied to the door panels, center console, and upper and lower dash are rock hard, but each piece feels up to the challenge of time and daily abuse. Plus, it's not like that stuff is used throughout the interior. Soft leather is on the steering wheel and shift knob, soft fabric covers the seats and center armrest, the headliner and visors are dressed in matching mesh, and the center dash panel is cushioned.

Styling

Chances are if you're looking for inexpensive transportation, attention-grabbing style comes in behind price, efficiency, comfort, and roominess. In that light, the 2007 Hyundai Elantra shines with a look that fails to ignite any inner passion, though the total package isn't without its pluses. Gone is the previous generation's dowdy appearance, replaced with a swept-back front fascia, gently sculpted flanks that curve upward over the rear wheels, and a short tail marked by mostly red lenses sitting high. Inside, soft curves serve to envelop the driver and front passenger, while silver and chrome accents impart a sense of class and sport.

Storage

Thank you, Hyundai designers, for understanding that few things are worse than offering a bigger interior without a commensurate amount of storage. Up front, there's a small glovebox that's offset by deep door pockets, a dual-level center armrest, a damped overhead sunglasses holder, two rubber-lined cubbies below the center controls (one covered), and a total of four cupholders, two of which are incorporated into the door pockets. Don't forget about the deep, covered cubby resting atop the dash. Rear seat accommodations are less impressive, consisting of only net pockets on the seatbacks and a couple of cupholders in the fold-down center armrest.

Infotainment Controls

Again, what Hyundai offers for about $16,000 is surprising. In the case of radio controls, it's not the simple layout with two dials for volume and tuning, or the clearly-labeled and large buttons for seek/scan and presets, but the illuminated steering wheel-mounted controls. No, they're hardly uncommon by today's standards, though they're not typically standard fare on inexpensive cars. What our SE lacked was access to satellite radio. That would require opting for the Elantra Limited and the $1,300 Sun and Sound Package with its 220-watts and XM. That's fine for those who want to spend more money; we were happy with the standard auxiliary jack, despite its awkward placement several inches below the radio.

Climate Controls

The word's getting out: Simple climate controls rule. OK, so the Elantra doesn't have the rubber grips that one of our editors seems so oddly fascinated with. At least the dials are big, easy to read, and feature noticeable detents when rotated. The chrome accent rings dress them up nicely, too. There are three dials: temperature; fan speed; and mode. Push the left dial for a/c, push the center dial to get recirculating air, and push the right dial to activate the rear defroster. We had the opportunity to test the heater and air conditioner, both of which proved to be expeditiously effective.

Secondary Controls

If, when faced with the question of how to power down your driver's window upon coming to a toll booth, you first look at the door panel, you should have no problem finding your way around the Elantra. Not only are the power windows logically placed, they're also clearly marked to indicate which window they operate, and inform you that the driver's window includes an auto-down feature. Next to the window controls are buttons for the power door locks and power mirrors. Given the lack of a navigation system or other such technology, those door switches are essentially all you're looking at for secondary controls.

Competition

As good as it is, the 2007 Hyundai Elantra still faces a chore in overcoming competitors of varying strengths. Among them are the Chevrolet Cobalt, the Ford Focus, the redesigned Honda Civic, and the Kia Spectra. Offering a bit more power are alternatives such as the Mazda3 and Mitsubishi Lancer, while the Nissan Sentra and Suzuki Forenza share stats closer to the Elantra. Rounding out the list are the Toyota Corolla and the updated and renamed Volkswagen Rabbit.

2nd Opinion – Buglewicz

Hyundai Elantra – Buglewicz's Opinion:
Shoppers in this segment would do themselves a huge disservice by skipping the Elantra. It's not without its faults, but there are no real deal breakers in the mix, and a lot to recommend. The interior is huge, cleanly styled and classy, the exterior is distinctive without being goofy, and there are features galore. The drawbacks are few: a noisy engine under acceleration and at freeway cruising speeds; steering that's too light and sensitive; hard plastic on the door panel tops where soft should be. But overall it's a very good car, easily competitive within its class. I'll admit it wouldn't be my first choice, but I wouldn't talk anybody who wanted one out of buying it.

2nd Opinion – Chee

Hyundai Elantra – Chee's Opinion:
What a delightful surprise. The Hyundai Elantra is roomy, powerful enough for its $16,000-plus price tag and built with what feel like durable materials throughout the cabin. It has a nice, modern style and communicates an overall sporty driving experience for its price tag. The interior is built with dark, hard plastics, and as such may hurt the perception of quality, but don't be fooled: The Elantra feels like it will last a good long time. Unfortunately for Hyundai, however, much of the competition is as good or even better: the Elantra matches up against the Mazda3, Honda Civic and Volkswagen Rabbit, among others. Of course, there's always that great warranty, which makes this little Hyundai a serious contender.

Brian Chee

2nd Opinion – Wardlaw

Hyundai Elantra – Wardlaw's Opinion:
Based on the sticker price of our Elantra SE with floor mats, I figure I could drive one off the showroom floor for little more than $14,000 with some educated negotiation. For that sum, I'd get an impressive automobile outfitted with everything needed for daily commuting plus a full complement of airbags, decent performance, supple ride quality, and stable handling. Fuel economy registered 25.1 mpg during my time with the car, which needs to be better considering the engine isn't nearly as refined as that in Honda's Civic. Also, I could've used some additional front leg room. But all things considered, especially the class-leading powertrain warranty, it's hard to go wrong with the new Hyundai Elantra.

Christian Wardlaw

Photos courtesy of Ron Perry

(www.car.com)

Pros and Cons
Pros:
• Handling
• Interior and Exterior Design
• Sweet, High-revving Motor
Cons:
• Low Torque
• Terrible Speedometer Placement
A lot of words come to mind when thinking of Honda four-doors: practical, reliable, dependable, and mostly boring. There’s nothing wrong with making that type of vehicle….Honda has sold millions of them. But what do you do if you’re looking for a little sport in an economical and practical four-door and you don’t want to break the bank. Well, you could start off by looking at the four-door Honda Civic Si.
Conditions for the test drive were incredible (isn’t the Bay Area great), with clear skies and eighty to ninety-degree temperatures. I drove a combination of highway, city surface streets, and winding back roads. I think the conditions in which we tested the car will be consistent with how most people will drive the car.
On a side note, I would like to sincerely thank a good friend for allowing us to drive his brand new Civic with less than 1,300 miles on it. Thanks for trusting us with your new ride, Jason.

Build
This is the 2007 Honda Civic Si Sedan. It comes equipped with a 4 cylinder 2.0 liter motor that pumps out 197 horsepower at 7800 RPM and 139 pound-feet of torque at 6100 RPM. The motor is mated to a six-speed manual transmission. Power is delivered to the road via a front-wheel drive system with a limited slip differential ending in 17 inch, split five spoke alloy rims shod with Michelin Pilot P215/45R17 tires.
Fit and finish is normal Honda excellent. The body panels align properly and the doors close securely.

Interior Comfort and Ergonomics
The Si has a very modern looking interior, with flowing lines and an intelligent design. The instruments are easily visible behind a three spoke steering wheel and the controls are easy to understand and use. However, I did find one area of major concern. The speedometer is placed at the top of a double-stack instrument cluster and is almost impossible to read under direct sunlight. While this design is very distinctive and attractive, it loses points for practicality and is a little disappointing considering normally excellent Honda engineering.
The cloth covered seats are firm and have side bolsters that do a commendable job keeping you in place during spirited driving. This makes for a fairly sporting seat that maintains an appreciable comfort factor. The cloth material which adorns the seats and other surface areas of the interior is very attractive, but acts like Velcro with hair and other debris. Keeping this interior clean will require a little more effort than leather or vinyl. Rear seat leg room is adequate, but becomes a bit crunched when the front seats are place in the full rear position.
The rear seats fold down to provide additional cargo area, but if you want to carry bicycles or other large items, a roof rack will be in order.
It appears that Honda may have left out a little insulation in the interests of keeping this car light. It’s not exactly noisy, just a little more noisy than most cars at this price level.
Performance
The Civic Si boasts a197 horsepower i-VTEC engine with 139 pound-feet of torque….yaaawn. Where’s the sport in this Civic Si? Wait a minute,…I’m starting to feel something. There it is, just had to get over 6000 rpm to find it. All kidding aside, this is a very nice little motor. Smooth, high-revving, and no quit. This motor is well-served by its six speed manual. Stir the gear-box frequently and keep the RPMs over 6000 and this is a fun ride. This car makes you want to accelerate just to hear that great exhaust note. Not bad at all for a normally aspirated 2.0 liter.
I did notice that the shifting on this vehicle felt a bit vague. I don’t think there’s anything wrong with the transmission, it could just use a better shifting linkage that would allow more positive shifts.
Handling
Honda did a good job with the handling and ride quality of this vehicle. The ride itself is firm without being harsh or jarring. Handling is confidence inspiring and the Michelins are predictable and forgiving. There is some minor body roll during left to right transitions, but nothing that would prevent you from enjoying some spirited driving. I tested this vehicle on Calaveras Road, which sports some very narrow, tight turns, and very little room for error. This is the same road on which I tested the Ford Shelby Mustang several weeks back. The Honda is much easier to drive fast under these conditions. Given the same driver, the Honda would beat the Mustang on this road. Braking power is good and I experienced no fade under our limited test conditions.

Styling
Honda Civic sedans have always been fairly boxy in nature and it seems that Honda has always been satisfied to leave it to the aftermarket to improve this car’s looks. Not the case with this Civic sedan. The exterior design is smooth and flowing. And the Si package looks like it originated in the aftermarket. Nothing too crazy, but eye-catching none-the-less. I think they did a great job with the exterior design of this vehicle. It looks very modern and should age well.
Value
The MSRP for this vehicle is $22,085. If this vehicle is as reliable as other Civics have been through the years, it will be a great value. Well designed, sporting, good looks, and fairly practical.
Ratings
Solid engineering and excellent fit and finish deserve a 4 in the build category.
Flowing lines and quality materials earn this vehicle a 3.5 in the interior category. It would have been 4, but the speedometer looses half a point.
4 points in the performance category for a free revving, smooth, fun to drive motor.
Handling and ride quality that are consistent with what you should expect of a vehicle that is marketed as sporting earn this car 4 for handling. With more torque and a quieter ride, this vehicle could have earned a 5.
Modern styling that should remain fresh for years, 4 points for styling.
If this car is as reliable as its siblings, it will prove to be a great value and earns 4.5 points.
Build Interior Performance Handling Style Value Overall
Rating 4 3.5 4 4 4 4.5 4.0/B

Conclusion
This car is about having your cake and getting to eat it too. Keep the motor revving at a reasonable limit, and you have an efficient vehicle good for commuting. The four doors make it practical for family transportation. It’s a Honda and should prove reliable and long-lasting. On the other side, its interior and exterior styling don’t scream, “I’m a practical car,” and the motor and handling package available with this vehicle give it a very high fun factor for more daring drivers.
So you say you want a practical vehicle for the work week and a back-road burner for the weekends, this Honda may just be the car for you.
(http://www.carreview.com/)

You're Getting What Mileage? Now, We Believe You

Introduction

Vehicle owners, industry experts and environmentalists have long complained that the tests to determine fuel economy are flawed and that the numbers that appear on window stickers are mildly—and wildly—inaccurate. Haven’t you always been suspicious of your Uncle Frank’s bragging that his Crown Victoria gets 20 miles per gallon? Especially when you know he’s got a lead foot and drives around with 100 pounds of sand bags in the trunk for “traction.” As auto journalists here at Autobytel, we’re often left scratching our heads when our testing reveals a five to 10 mile per gallon difference between a vehicle’s official mpg figures and what we actually got on the road. Ironically, our information comes from the car’s trip computer

What’s the Problem?

The problem isn’t that auto manufacturers are lying to us, but rather that the Environmental Protection Agency, which determines mpg ratings, was using flawed testing methods. Since the 1970s, when fuel economy estimates were introduced, the EPA has determined the figures by using two laboratory tests: one for city and one for highway driving. Both were performed at an ideal 75 degrees Fahrenheit with a top speed of 60 miles per hour, and never with accessories such as air conditioning or other equipment in operation. Those of us who have steamed along the interstate at 75 mph on a 90-degree August day with the windows down and the stereo and the air cranked will recognize the flaws inherent in this approach.

Big Changes

Now big changes have been made. Starting with all 2008 automobiles, the EPA will use new testing methods that include high-speed, fast acceleration driving, the use of air conditioning, and cold weather operation at 20 degrees Fahrenheit. Using data from real-life driving studies, the Agency will also figure road grade, wind, tire pressure, load and the effects of different fuel properties into the mix to achieve mpg figures that much more accurately reflect real-world driving conditions. “It’s better info,” says EPA spokesman John Millett, adding that while the new mpg figures will be much more accurate, “it’s up to the consumer to decide the impact on their car-buying decisions.” Ideally, we’ll all choose more fuel-efficient, less polluting vehicles.

What’s the Big Deal?

The EPA estimates that city mpg figures will decrease 12 percent on average, but could drop as much as 30 percent for some vehicles. Highway ratings will also drop about 8 percent on average and up to 25 percent. That’s substantial. The agency expects that gasoline/electric hybrids will suffer the greatest decreases because, due to their often smaller engines, batteries and electronics, they’re most sensitive to cold weather and air conditioning use. For example, explains Millett, drag from a bike rack or the power draw from air conditioning “has a substantial effect on a 1.5-liter engine, but only a nominal effect on a 4.0L.” Even so, if the Toyota Prius’ city mpg rating falls from 60 to 45, that still ain’t bad.

Big Trucks Don’t Escape New Regs

Also affected by the changes are large SUVs, pickup trucks and vans with a gross vehicle weight rating up to 10,000 pounds. Starting with the 2011 model year, all medium duty passenger vehicles that fall into this category will be required to post fuel economy labels on their window stickers. The previous cut-off was 8,500 lbs. “It will help cut fuel costs for businesses,” says Millett, assuming that most vehicles in this class are bought for commercial use. “They’ll be able to estimate their annual gas bills before they buy a car.” With the new info, some business owners may be motivated look at alternative fuel vehicles, like ultra-clean diesels. “That’s a win-win for the environment and the consumer,” says Millett.

Which Mainstream Vehicles Will Be Impacted Most By the New Ratings?

Hybrids and large SUVs, pickups and vans over 8,500 lbs., some of which are listed below, will likely be most affected by the new EPA’s new mpg ratings: Chevrolet Suburban
Dodge Ram pickups*
Ford Escape Hybrid
Ford F-250/350 pickups*
GMC Sierra pickups*
GMC Yukon XL*
Honda Civic Hybrid
Hummer H2
Lexus GS45h
Lexus RX400h
Mercury Mariner Hybrid
Saturn VUE Green Line Hybrid
Lincoln Navigator L
Toyota Camry Hybrid
Toyota Highlander Hybrid
Toyota Prius
*Depending on equipment (cab size, 4X4, dual axle, etc.) certain models may be more than 8,500 lbs.

New Sticker Design

A third component of the EPA’s new approach is the redesign of the fuel economy window sticker that will appear starting with the 2008 model year. It includes estimated annual fuel costs, calculated using a specific number of miles and gas price (e.g. $2,100 based on 15,000 miles at $2.80 per gallon). The new label also displays a combined city/highway mpg for the vehicle and shows where it falls on a bar scale of vehicles in its class. The redesigned sticker also makes some information more pronounced, such as the range the vehicle may fluctuate from its mpg ratings. Now those ranges are specific to every vehicle instead of simply based on estimates of similar vehicles.

Why Change Now?

The drive to change the way vehicles are tested for fuel economy was lead by the environmental organization Bluewater Network, which petitioned the EPA in June 2002. It called for the Agency to revise its testing methods so they more accurately reflect real-world driving conditions. “This proposal will allow better informed consumers to buy cars that decrease greenhouse gas pollution, reduce U.S. dependence on foreign oil and save them money,” said Danielle Fugere, global warming director for Bluewater Network. “We think more accurate values will pull these buyers toward higher mileage vehicles.” Consumers have been misled for too long about fuel consumption, Fugere added, and have paid substantially more for gas than they expected when they bought their cars.

Finally, Your Pants Fit

We couldn’t be happier about the EPA’s new fuel economy testing methods. It’s time suspect mileage claims are exposed and consumers have accurate data to make critical car-buying choices. The old ratings made buying a car like buying pants labeled a size bigger than they actually are: You bought them because the label matched your needs, but somehow they made you look fat. “Hey, why don’t you buy jeans that fit?”
“These are a 36, look at the label.”
“Yeah, riiiight.”
The only thing we don’t like about the new rating methods is that we’ll have to work that much harder to justify the 400-horsepower V8 we really want. Sometimes, we feel there’s more to life than the right fit.

Photos Courtesy of the automakers

The Best-Selling Cars and Trucks in the U.S.

Believe it or not, the Ford F-150 is still the best-selling vehicle in the U.S. But not for long

By Jim Henry

At first glance, the U.S. list of 10 best-selling cars and trucks looks like the usual suspects, especially at the top. The Ford F-150 pickup is No. 1, followed by the Chevrolet Silverado, Toyota Camry, and Honda Accord, marching along as they have been ... hut, two, three, four.

But the Top 10 list through April, 2008, is a snapshot in time. Yes, the Ford F-150 is No. 1, but it's going into the fourth year of a nosedive. The generally unexciting Toyota Camry is still the No. 1 car, ho hum, but if you extend the dotted lines, the Camry could someday unseat the F-150. At the other end of the Top 10 is the Ford Focus, a familiar name, but one that has had to fight its way onto the list since last fall.

Ford F-Series Pickup

2008 year-to-date Top 10 rank: No. 1
Year-ago rank: No. 1
Product segment: Large Pickup
2008 sales through April: 192,951
2007 sales through April: 228,343
Percent change: -15.5%
Starting price: $17,700

The Ford F-150 pickup is the nation's biggest seller, car or truck, but its dominance is shrinking. Consumers are leaving big trucks for better gas mileage. The ailing housing industry is hurting commercial sales of large pickups. In addition, some buyers are probably waiting for an all-new F-150 this fall. In 2004, the year gas prices first took off, Ford sold 939,511 F-Series pickups. In 2007, sales were 690,589. In 2004, the F-Series outsold the best-selling car, the Toyota Camry, by more than 2 to 1. So far this year, it's outselling the Camry by about 30%.

Chevrolet Silverado

2008 year-to-date Top 10 rank: No. 2
Year-ago rank: No. 2
Product segment: Large Pickup
2008 sales through April: 160,010
2007 sales through April: 202,151
Percent change: -20.8%
Starting price: $18,425

The Toyota Camry overtook the Chevrolet Silverado as the nation's No. 2 seller for the month of April. For all of 2007, the Silverado outsold the Camry by about 145,000 units; for all of 2006, by about 188,000. The Silverado is huge for General Motors. The company lists 120 variants of the Silverado on its media Web site, with different combinations of engines, body styles, seating, trim, and equipment. Prices range from less than $20,000 to more than twice that amount. The Silverado was last redesigned in 2006, which makes it considerably older than the upcoming 2009 Ford F-150.

Toyota Camry

2008 year-to-date Top 10 rank: No. 3
Year-ago rank: No. 3
Product segment: Upper Middle Car
2008 sales through April: 147,018
2007 sales through April: 143,774
Percent change: +2.3%
Starting price: $19,380

The Toyota Camry Hybrid has attracted additional buyers to the Camry, which was last redesigned in 2006. Compared with the Toyota Prius, for about $2,000 to $4,000 extra, the Camry Hybrid is more comfortable and conventionally styled. The Camry Hybrid also benefits because the Prius is in such demand. Prius sales were up 66% in April. Some shoppers who want a hybrid probably step up to a Camry Hybrid instead of waiting in line for a Prius. Hybrids made up 14.6% of Camry sales year-to-date through April, vs. 10.9% a year ago.

Honda Accord

2008 year-to-date Top 10 rank: No. 4
Year-ago rank: No. 5
Product segment: Upper Middle Car
2008 sales through April: 122,430
2007 sales through April: 121,516
Percent change: +0.8%
Starting price: $20,995

The Honda Accord has moved up in the Top 10 ranks even though its sales are virtually flat compared with a year ago, because sales have fallen for the Dodge Ram pickup, which outranked the Accord last year. The Honda brand is advertising its gas mileage; the four-cylinder Accord gets an EPA-estimated 22 mpg city/31 highway. The V6 Accord, which shuts off two or three cylinders while cruising, gets 19 mpg city/29 mpg highway, which is respectable for a 268-hp engine. A redesigned Accord debuted in September, 2007.

Honda Civic

2008 year-to-date Top 10 rank: No. 5
Year-ago rank: No. 8
Product segment: Upper Small Car
2008 sales through April: 111,695
2007 sales through April: 97,295
Percent change: +14.8%
Starting price: $15,445

The hybrid version of the Honda Civic accounts for most of the recent growth in Civic sales. Sales of the Civic Hybrid were up about 23% year to date, accounting for 10.4% of total Civic sales in the U.S. The proportion of hybrid models is increasing. In April, sales of the Civic Hybrid were up 39.8% from the year-ago month, accounting for 12.7% of Civic sales, the company said. The hybrid gets an EPA-estimated 40 mpg city/45 mpg highway, vs. 26 mpg city/34 mpg highway for the base-model, four-cylinder engine. The Civic was last redesigned in 2005.

Toyota Corolla/Matrix

2008 year-to-date Top 10 rank: No. 6
Year-ago rank: No. 6
Product segment: Upper Small Car
2008 sales through April: 99,482
2007 sales through April: 120,484
Percent change: -17.4%
Starting price: $15,910

The Toyota Corolla and Toyota Matrix are mechanically identical, but the Matrix has a different, hatchback body style. The Matrix starts at $16,850 suggested retail. The two models got a redesign that first went on sale in late January. Sales of the new models are off to a slow start. Toyota Motor Sales U.S.A. said April was only the second month of full production for the new cars. The base engine is a 132-hp, 1.8-liter four-cylinder that gets an EPA-estimated 26 mpg city/32 mpg highway.

Nissan Altima

2008 year-to-date Top 10 rank: No. 7
Year-ago rank: No. 9
Product segment: Lower Middle Car
2008 sales through April: 99,037
2007 sales through April: 90,338
Percent change: +9.6%
Starting price: $21,130

The Nissan Altima has improved its position on the list of Top 10 sellers so far this year. The current Altima, with attractive styling and a high level of standard features, has been a sales hit since it was introduced for the 2007 model year. The Altima shares a front-drive platform with the more upscale Nissan Maxima and the Nissan Quest minivan. Nissan also offers a hybrid version of the Altima, which starts at $26,140. Despite the higher price, Altima Hybrid sales more than doubled vs. the year-ago period, to 2,635 through April.

Chevrolet Impala

2008 year-to-date Top 10 rank: No. 8
Year-ago rank: No. 7
Product segment: Upper Middle Car
2008 sales through April: 98,478
2007 sales through April: 108,876
Percent change: -9.6%
Starting price: $22,400

The Chevrolet Impala is slumping, vs. strong year-ago sales. Gas mileage is middling, even though the Impala has GM's Active Fuel Management system, which turns off half the cylinders at cruising speed. With the system, the mid-range Impala gets an EPA-estimated 18 mpg city/28 mpg highway from a 3.9-liter V6; about the same as the entry-level, 3.5-liter V6 without the system. With the system, the top V8 model gets only 16 mpg city/24 mpg highway. An all-new Chevy Malibu debuted last year. Malibu traffic could help the Impala, but the Malibu could also make the older Impala look outdated.

Dodge Ram

2008 year-to-date Top 10 rank: No. 9
Year-ago rank: No. 4
Product segment: Large Pickup
2008 sales through April: 93,068
2007 sales through April: 122,816
Percent change: -24.2%
Starting price: $22,115

The Dodge Ram, like the Ford F-Series, is encountering "the perfect storm"-poor gas mileage, changing consumer tastes, the housing slump, and the fact it's a lame duck that's about to be replaced this fall. The current and future Dodge Ram each has a Hemi V8 that shuts down half the cylinders at cruising speed. Mileage remains poor, however. The V6 model gets an EPA-estimated 16 mpg city/21 mpg highway. With a big V8 and all-wheel drive, it gets only 13 mpg city/17 mpg highway. The upcoming model will get a hybrid version for the 2010 model year.

Ford Focus

2008 year-to-date Top 10 rank: No. 10
Year-ago rank: No. 14
Product segment: Upper Small Car
2008 sales through April: 72,920
2007 sales through April: 56,463
Percent change: +29.1%
Starting price: $15,065

While big truck sales are tumbling, the Ford Focus is working its way up the list of Top 10 sellers. Not counting fleet sales, Ford said retail sales of the Focus were up 88% in April, for the model's best sales month since 2000. "Focus is the right car at the right time," said Jim Farley, Ford Group vice-president, marketing and communications, in Ford's April sales announcement. George Pipas, Ford's U.S. sales analysis manager, said separately that Focus models equipped with the Ford Sync feature, which includes Bluetooth wireless connectivity and voice control, are the fastest sellers.

(businessweek.com)

2009 Toyota Corolla

For 2009, the king of the compacts gets a redesign and a more powerful engine—but the high gas mileage stays the same

Starting prices range from $15,910, for a bare-bones Standard with a stick shift, up to $18,210, for the relatively fancy XLE. The two sport models, the S and the XRS, start at $16,980 and $19,420, respectively, with a stick shift. The '09 Corolla's average selling price is $17,851, about $700 less than the '08 Honda Civic's, according to the Power Information Network.

Overview

There's a big question hanging in the air for anyone considering buying a new compact car to save on gas: Which is better, the new '09 Toyota Corolla or the hot-selling but aging Honda Civic, which last got a major redesign in the '06 model year? The new Corolla is slightly wider and more powerful than the old one, yet it still gets the same high gas mileage. Its cabin is impeccable, its ride smooth and quiet, and it has a new power steering system that makes driving effortless, whether at highway speed or in tight parking situations. It also costs less than the Civic, on average, according to the Power Information Network. If comfort, reliability, and mileage are your priorities, it's an excellent choice. Just don't expect it to add any excitement to your daily drive.

Interior

Head, leg, and shoulder space are the same as in the old Corolla, but the '09 feels more spacious because it's 2.5 inches wider. There's nothing luxurious about the cabin, but the materials are high quality and all the controls are conveniently laid out. There are numerous storage cubbyholes, including pockets in every door big enough to hold a 20-ounce bottle.

Engine/Drivetrain

The basic engine is a 1.8-liter, 132-horsepower four-banger, coupled with a four-speed stick shift or an optional four-speed automatic (the Corolla S also can be had with a five-speed stick shift). The XRS comes with a 2.4-liter, 158-hp, four-cylinder engine, connected to either a five-speed stick shift or an optional five-speed automatic.

Performance

We were surprised by the Corolla XRS's speed: We clocked it at 7.9 seconds in zero-to-60 runs. Powered by the smaller engine, however, the Corolla is downright pokey. Motor Trend magazine says it only does zero to 60 in 10.3 seconds with an automatic transmission and about 10 seconds with a five-speed stick shift

Fuel Economy

With the smaller engine, the Corolla is rated to get 26 to 27 mpg in the city and 35 mpg on the highway. However, the sporty XRS only gets 22 mpg in the city and 30 on the highway. In 207 miles of lead-footed mixed driving in an XRS, we got 23.7 mpg.

Safety

The '09 Corolla hasn't yet been crash-tested, but the previous model got the top five-star rating from the National Highway Traffic Safety Administration in front-end collisions and four stars for side crashes and rollovers. Front, side, and side curtain air bags are standard in all of the '09s, as are antilock brakes. Stability and traction control are standard on the XRS and S, and optional on the other models.

Price

Starting prices range from $15,910, for a bare-bones Standard with a stick shift, up to $18,210, for the relatively fancy XLE. The two sport models, the S and the XRS, start at $16,980 and $19,420, respectively, with a stick shift. The '09 Corolla's average selling price is $17,851, about $700 less than the '08 Honda Civic's, according to the Power Information Network.

2007 Cadillac Escalade

Introduction

The Bush administration has suggested that Ford and GM’s struggles can be easily corrected by building better vehicles. That’s a fair statement for a crew that is chauffeured around in a dated fleet of domestic SUVs, though it doesn't apply to this year’s batch of products. Perhaps it’s time the Secret Service went shopping for some 2007 Cadillac Escalades, in which the President would quickly realize that the quality of his home-grown trucks matches what’s being unloaded by all of those heads-of-state he travels to meet. And taxpayers would like knowing the $55,000 base price is the same as it was in 2006.

Escalade Design

Like the Chevy Tahoe on which it’s based, the 2007 Escalade features clean body lines, subtle wheel flares, hidden rocker panels, and a front end that resembles the midsize SRX SUV with its large chrome grille and thin vertical headlights. That sparking mug is more than a design cue, it also allows for plenty of air to cool the engine when pulling heavy loads. Behind the scenes, the front end has been designed to impact passenger cars lower and safer, and the frame has been stiffened by nearly 50 percent.

Power

Big trucks need big power, a point capably addressed by the 2007 Cadillac Escalade’s 6.2-liter, 16-valve, aluminum V8 pushing 403 horsepower at 5,700 rpm and 417 lb.-ft. of torque at 4,400 rpm, the same powerplant squeezed into the ESV and EXT versions. A six-speed automatic transmission is mated to the big Vortec engine, and features a tow/haul mode as well as a button for manual shifts – simply drop the column-mounted shifter into M and tap the switch to change gears.

Driving

The 2007 Cadillac Escalade feels plenty quick on the highway, yet is equally adept at strolling slowly along on congested city streets. It’s in urban environments where drivers may most appreciate the large side mirrors and clear rear view, though the wide C-pillars and second row headrests limit rear three-quarter visibility.

Escalade Specs

Engine Size and Type: 6.2-liter V8
Engine Horsepower: 403 at 5,700 rpm
Engine Torque: 417 lb.-ft. at 4,400 rpm
Transmission: Six-speed automatic
Length: 202.5 inches
Width: 79.0 inches
Wheelbase: 116.0 inches
Height: 74.7 inches
Legroom (front/second row/third row): 41.3/39.0/25.6 inches
Headroom (front/second row/third row): 40.3/39.2/37.9 inches
Max. Seating Capacity: Eight
Max. Cargo Volume: 108.9 cubic feet
Max. Towing Capacity, lbs.: 7,600

Escalade ESV

Following the recent debut of the 2007 Cadillac Escalade, the Chevrolet Avalanche-based ESV version comes in May, adding 21 inches to the regular model though wearing the same fresh face, accented by vertically-stacked bright headlight housings and an expansive chrome grille.

Quality

It seems ironic that just as the light appears to be dimming on the large SUV segment, GM unveils its best looking lineup to date. The lines of the 2007 Cadillac Escalade trucks are much crisper, and the promise of tighter gap tolerances and a stronger focus on build quality address two of the main complaints with the existing vehicle.

Interior

Though the exterior of the 2007 Cadillac Escalade lineup can be considered an update, the interior is brand-spankin’ new. The dash, with its calf skin cap, has been moved about four inches forward and down for more room and better visibility. Quality leather covers the seating surfaces and door panels, an upscale mesh material is used on the headliner and upper pillar covers, and real wood is used to accent the leather-wrapped steering wheel. Aluminum trim decorates the center dash, while rubberized plastics are fitted to all of the common tactile points. Hard plastics are reserved for the lower door and dash panels.

Chrome

Cadillac designers call it Seven Layers of Chrome. The roof rack, window sills, door handles, badges, door moldings, wheels, and running boards are coated in the shiny stuff. Interestingly, during the Escalade’s press launch, the term “bling” was seldom uttered, aside from the tongue-in-cheek use by engineers describing new aluminum suspension components.

ESV Specs

Engine Size and Type: 6.2-liter V8
Engine Horsepower: 403 at 5,700 rpm
Engine Torque: 417 lb.-ft. at 4,400 rpm
Transmission: Six-speed automatic
Length: 222.9 inches
Width: 79.1 inches
Wheelbase: 130 inches
Height: 75.5 inches
Legroom (front/second row/third row): 41.3/39.5/34.9 inches
Headroom (front/second row/third row): 41.1/38.5/38.1 inches
Max. Seating Capacity: Eight
Max. Cargo Volume: 137.4 cubic feet
Max. Towing Capacity, lbs.: 7,600

Escalade EXT

With its rear box, the all-wheel-drive EXT is technically a pickup truck, one that features an innovative fold-down midgate that effectively creates a full-size bed. But, aside from that design element, the EXT is much like the rest of the 2007 Cadillac Escalade lineup. There are clean new body lines with tighter gaps, front fender vents, and integrated running boards.

EXT Features

The 2007 Cadillac Escalade EXT features options like a heated steering wheel, a touch-screen navigation system, a rear DVD entertainment system, a Bose surround sound system, and 18- or 22-inch chrome alloy wheels.

EXT Design

If the 2007 Cadillac Escalade EXT looks vaguely familiar, that shouldn’t come as much of a surprise, given that it’s based on the Chevrolet Avalanche. And, really, no amount of chrome or badging will disguise that unusual C-pillar.

EXT Competition

Currently, there’s only one real competitor - the Lincoln Mark LT - which is essentially a rebadged Ford F-150 with some added luxury features and a little more sparkle. It may be a small, niche market, but both Ford and GM obviously want to control the luxury pickup segment, and the latest revisions should keep momentum in the Escalade EXT’s favor. The Lincoln, while a significant step above and away from the ill-fated Blackwood, is too similar to the Ford, right down to the headlights. Plus, the Caddy beats the Lincoln in the power category by 103 ponies.

EXT Specs

Engine Size and Type: 6.2-liter V8
Engine Horsepower: 403 at 5,700 rpm
Engine Torque: 417 lb.-ft. at 4,400 rpm
Transmission: Six-speed automatic
Length: 222 inches
Width: 79.1 inches
Wheelbase: 130 inches
Height: 74.5 inches
Legroom (front/rear): 41.3/39.1 inches
Headroom (front/rear): 41.1/38.1 inches
Max. Seating Capacity: Five
Max. Cargo Volume: 101 cubic feet (with midgate folded)
Max. Towing Capacity, lbs.: 7,600

Photos courtesy of Cadillac

(www.car.com)

2009 Cadillac CTS-V

What it Is
2009 Cadillac CTS-V Preview – Detroit Auto Show:
If there ever were doubts that Cadillac was shooting for the top, this should erase them. The numbers here are simple: 550 horsepower, 550 lb.-ft. of torque, and a six-speed manual transmission. Were these numbers for a special edition Corvette, we’d be happy enough. But when they’re specs for the 2009 Cadillac CTS-V – a freakin’ 550-horsepower Cadillac! – well, we start to wonder if it’s time to dust off that old “Standard of the World” moniker.

Why it Matters
Cadillac is done with nibbling at the periphery of the luxury car market. With the new CTS it has taken a big bite, and early sales show that customers are thrilled. With the CTS-V, Cadillac takes its sedan to the next level, pitting it against the likes of the BMW M3 and M5, Audi RS 4 and RS 6, and various high-powered Mercedes-Benz AMG products. It outpowers most of them, and with the CTS’s already excellent chassis dynamics, we’re anticipating one hell of a fight at the top.

What’s Under the Hood
GM recently announced that it was killing its DOHC V-8 program, the one that would have produced a replacement for the Northstar V-8 that’s been under Cadillac hoods for nearly two decades now. However, we’re not terribly worried, because if the LSA that lives in the CTS-V is any indication, there will be no shortage of raw power for the luxury division. The 6.2-liter supercharged V-8 produces at least 550 horsepower and 550 lb.-ft. of torque, routing it all through either a twin-clutch six-speed manual or six-speed automatic with steering-wheel mounted shifters. A limited-slip rear differential gets power to the ground, and Performance Traction Management uses the stability control sensors to maximize tire grip for acceleration. Big Brembo brakes, Michelin Pilot tires and a specially tuned suspension make up the rest of the performance package.

What it Looks Like
The new CTS is beautiful, and the CTS-V builds on it, literally. The front air dam is deeper, the grille is mesh, and the hood now sports a power bulge to help clear the supercharger. The flared fenders bulge with 19-inch wheels. In all it’s less heavy-handed than the previous car, but still leaning toward a boy-racer look, cleaving somewhere between the Lexus IS F silliness and the over-subtle BMW M5.

What’s Inside
The interior of the CTS is one of its high points, and is already one of the nicest in its class. The CTS-V incorporates Recaro sport seats with faux suede inserts, which are also echoed on the steering wheel and shifter. The center stack is trimmed with a new “Obsidian” material that looks a lot like piano-black...hopefully it will be a step above the shiny black plastic we often find. The center stack features a 40-gigabyte hard drive navigation system, complete with the same pop-up screen and Bose digital surround sound. Factory-installed Bluetooth is also available.

What Cadillac Says
What do you think they’re going to say? “The CTS-V represents the full extension of our design, technology and performance capabilities,” says Jim Taylor, Cadillac general manager in the press release. “The V-Series takes the award-winning CTS sport sedan and elevates it to a position within the club of the world’s most exclusive and capable cars.” As you can imagine, the fact that the 550 horsepower engine is the most powerful in Cadillac’s history is mentioned one or two times as well.

What We Think
We have driven the new CTS and came away very impressed. In fact, about the only dynamic complaint we had was that the car felt a little underpowered, thinking that an extra 20 or so horses would do the trick. But hey, we’ll gladly take an extra 246 instead, no problem.

By Keith Buglewicz
Photo credit: Cadillac
(www.car.com)