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)

2007 Acura MDX

Introduction

Acura MDX – Review: Picture in your mind a sport sedan. One with all-wheel drive, an active damper system, and responsive steering and brakes. Give it a powerful V6 engine and a quick-shifting automatic transmission with a seamless shift-for-yourself mode. Imagine its sharp chassis reflexes were tuned on Germany’s famous Nürburgring race track, alongside BMWs, Mercedes-Benzes, Porsches and all manner of performance cars. Now give it seven-passenger seating and a big, hulking crossover SUV body. Fantasy, you say? No, it’s the 2007 Acura MDX. Acura claimed that its MDX would be a sport sedan in SUV clothing, and it wasn’t kidding. For people who like to drive, it’s definitely on the short list.

What We Drove

The basic MDX starts at $40,665 with the $670 destination charge, and boasts leather seats and the V6 all-wheel drive powertrain. The Technology package brings the price up to $44,165 and adds a navigation system, surround-sound audio system and Bluetooth wireless phone connectivity. The Sport package adds an active damper system and sport seats with perforated leather to the Technology package, bringing the price up to $46,265. An Entertainment package adds the second-row DVD video system, heated second row seats and remote power liftgate to either the Sport or Technology packages for an additional $2,200. All told, our loaded Formal Black MDX with the Sport and Entertainment packages came to $48,465, including destination.

Performance

With its 3.7-liter 300-horsepower V6 engine and five-speed automatic with manual shift control, the MDX scoots off the line and keeps accelerating hard. Power goes to all four wheels through the Super Handling All-Wheel Drive system, and the transmission snaps off shifts smoothly and effortlessly. Shift for yourself and you’re rewarded with quick upshifts and mostly smooth downshifts from the responsive console-mounted lever. It even managed a respectable 19.5 mpg in mixed driving. While the linear power delivery was praised, some of us miss Acura’s hallmark power surge when the VTEC variable-valve timing kicks in. Also, some of the MDX’s competitors have transmissions with more gears. This is primarily a marketing advantage, and we see no need for extra gears.

Handling

For sport sedan lovers who dread needing a bigger vehicle in which to carry their kids or antiques or whatever it is that MDX buyers haul, this is one crossover that has no qualms about hauling ass, too. The Super Handling All-Wheel Drive actively overdrives the outside wheels up to 1.7 percent in corners, giving the MDX excellent stability in hard maneuvers. The active damper system provides very good body control without a punishing ride. It does err on the stiff side though, so a comfort setting is available to take the edge off sharp bumps if you have a sensitive tush. The MDX also has a 5,000 lb. tow rating, and a stability program helps prevent trailers from fishtailing.

Visibility

From the outside, the MDX sports thick D (rearmost) pillars that you’d think would hamper visibility. You’d be right, too. The rear window glass is small, and those big rearmost pillars create enormous blind spots. Acura compensates with a backup camera that displays a wide-angle version of the world on the large centrally-located navigation screen, but it’s only active in reverse. At least the second-row headrests are low, and the middle one disappears completely when not in use. Otherwise, like in most large SUVs you sit well above traffic, and with the narrow front pillars forward vision is excellent.

Fun to Drive

Normally, the phrase “fun to drive” isn’t associated with a 4500-lb. SUV, but man, this thing is a blast. The engine makes great sounds, somewhere between Acura’s usual V6 rip and the throatiness of a V8. The steering is sharp and responsive, the brakes and throttle linear and progressive and the overall driving experience is one that invites – and rewards – a driver who loves to drive. We were impressed that such a large and heavy vehicle could feel tossable, but with plenty of track time under our belts, we can say that this is a big boy that loves to be driven hard. That it’s such an unlikely vehicle for those antics is icing on the cake.

Front Comfort

Front seat comfort in the MDX is excellent. The seats are firm and supportive, and power adjustable eight ways for both front passengers – the driver also gets adjustable lumbar – with two memory settings for the driver’s seat. Our test car’s seats were covered in chocolate brown perforated leather as part of the sport package, and the front seats were heated. Almost everything within reach is nice to touch; the leather steering wheel and shift knob, the padded door armrests and sills, and the padded center console armrest. About the only tactile letdown was the plastic wood used throughout the cockpit. Its dark wood-grain pattern looks good, but the obvious plasticness contrasted sharply with the otherwise luxurious surroundings.

Rear Comfort

The second row in the MDX is quite comfortable, with plenty of leg, head and foot room, even for tall passengers. Second row passengers also get their own set of climate controls, as well as a ceiling-mounted flip-down video screen with a pop-out remote to control the front console-mounted DVD player. There are also auxiliary video inputs for junior’s PS3. Outboard seating positions are heated, the seatbacks recline, and the center armrest features two cupholders, augmenting those in the door pockets. The passenger side of the second row slides forward, opening a narrow space to squeeze into the cramped third row. Too small for adults, kids will like it, and won’t mind that amenities are limited to the cupholders.

Interior Noise

The MDX is a silent runner. The engine is virtually noiseless at idle and cruise, and only makes the right kinds of sounds at full throttle. There is a little bit of wind noise around the top of the A-pillar and outside mirror, but you’d have to be going jail-time fast for it to be intrusive in any way. You get some occasional thumps from the road, but it’s just reinforcing the sporty nature of the MDX rather than intruding on your personal space. Overall, there is very little noise that you don’t want to hear, and if the remainder bothers you it can easily be covered by the excellent sound system, even at low volumes.

Loading Cargo

With an emphasis on driving, it’s easy to forget that the MDX is also a big box that can haul up to 83.5 cu. ft. of cargo with all the seats folded. The liftover isn’t too bad by SUV standards, and the power hatch is handy when your arms are full. The seats are all easy to fold down, but curiously, they don't create a flat cargo floor. Instead, the load floor slopes downward to the rear hatch. If you stuff a lot of groceries or Christmas shopping or other bags back there, remember what they say in the airlines: Open the hatch with caution, as items may have shifted in transit.

Build Quality

Our first test car showed some odd interior fit problems, uncharacteristically bad for Acura. We called to inquire, and Acura informed us that we had accidentally gotten a so-called “pilot” vehicle that wasn’t up to production specs. We swapped it out for a similar production model, and sure enough, the fit problems were solved. A quick stop at an Acura dealership confirmed that our second car was up to proper specs, so that's the vehicle on which we based our build quality impressions. Enough full disclosure: Fit and finish are very good on the MDX, with tight fits, pretty much zero gaps, and no rattles or squeaks. About the only nit is a largish gap between the dash and door panel.

Materials Quality

For the most part, the interior materials are very good. Things are soft where you expect them to be, with padded armrests, door tops and dash top. We did notice some hard plastic used on the cowl for the dash-mounted navigation screen, on the lower door panels and on the bottom of the dash, but nothing unusual for the class. Second row materials are good, but third row occupants are subjected to more hard plastic than anybody else in the MDX. Our only major complaint is the plastic wood used in the interior. Its fakeness is evident in the way it’s molded and the slick, plasticky feel of it. C’mon, Acura, use metal or real wood, please.

Styling

Maybe product planners told the MDX designers to come up with something to shield Acura from criticism about bland styling. Maybe those designers took the “shield” thing too literally. Whatever the case, the MDX wound up with a polarizing grille treatment that some of us grew to like, but others just thought looked silly. The rest of the front end is well done, with interesting headlights that are echoed by the taillights. The rest of the MDX is flavorless by contrast. There are sporty fender flares, a too-subtle character line on the flanks, and the rearmost pillar treatment, but overall it’s a little too slick and smooth. We’d prefer more definition to the MDX’s profile than just chrome door handles.

Storage

Like any vehicle with the word “utility” in its class title, the MDX sports plenty of interior storage space. There are two cupholders each for the front seat and outboard second row passengers, as well as holders built into the plastic molding in the third row. The front center armrest is split, allowing either the driver or passenger access to the large storage underneath without disturbing the other’s elbow. The glovebox is generous and lined, and there’s a nifty storage space on the transmission tunnel on the front passenger’s side. There’s also a hidden compartment under the floor behind the third row. Each door has a generous map pocket, and there are pockets on the front seatbacks, too.

Infotainment Controls

Technology is part of the Acura experience, which means lots of buttons. The entertainment and navigation system controls alone include three knobs, two slots for various types of discs, and 34 buttons all within an area about the size of a 6 x 9 notepad. That doesn’t include the four buttons and six rocker switches on the steering wheel, or the dozens of functions available through the navigation system itself. Over time owners would certainly get used to it, and the voice-activated navigation system can control anything a button does, but it takes a thorough reading of the owner’s manual to take it all in. Complexity aside, the audio system sounds incredible, and the navigation system never steered us wrong.

Climate Controls

Compared to the audio system controls, the climate controls are basic and simple. We’d prefer knobs for things like temperature and fan settings, but the automatic mode obviated that need. The dual-zone system kept a good temperature differential between driver and passenger, and even at full speed the fan was quiet. Rear passenger controls are located on the back of the center console bin, and are easily reachable by the rear passengers. They also feature an automatic setting, and the two big centrally-mounted vents move plenty of air. Front seat climate controls can also be operated through the voice navigation system, if you prefer the high-tech approach. Third row passengers are at the mercy of those in the first and second rows.

Secondary Controls

The one thing that the MDX – and other Acuras – share with Hondas is ergonomics. Please, please, please, Acura, in your quest to be different from your corporate parent, never change this. The MDX is almost ergonomically perfect with the headlight, window and all other switches exactly where they should be. The controls themselves feel a little nicer than their Honda equivalents – we didn’t think that was possible – and the only ergonomic shortcoming is the buttontastic center stack. The shifter feels solid in the hand, and invites clicking up and down in manual mode.

Competition

The MDX is bulked up compared to its predecessor, but it also enters a field that has improved considerably. It outpowers the Mercedes-Benz ML350 and Lexus RX 350, and neither of those has a third row of seats. The new BMW X5 3.0i offers a third row and very good handling, but its base price is almost the same as our loaded test car, and it doesn’t have the power of the MDX. The closest competitor is the Audi Q7 3.6, which is close in power, torque and price. Start adding options, however, and the MDX holds its edge in value. Other competitors include the Cadillac SRX, Volkswagen Touraeg, Infiniti FX35, and Lincoln MKX.

2nd Opinion –Wardlaw

Acura MDX – Christian J. Wardlaw’s Opinion:
Last summer, I enjoyed Acura’s redesigned MDX on the winding, hilly roads of western Pennsylvania and in a torrential thunderstorm at BeaveRun Motorsports complex. Here in Los Angeles, it’s equally pleasing on the freeway and in the city. Outstanding brake pedal feel and modulation helped me avoid a wreck on the infamous 405 freeway, a throaty bellow when punching the gas reminded me that a V8 isn’t necessary, and capable handling entertained me on the multitude of on- and off-ramps. The sound system is phenomenal, the seats comfortable, the materials upscale, and cargo room generous. Plus, I dig the controversial design. Personally, I’d ditch that third row and add second row legroom, but otherwise, the MDX is just about perfect.

2nd Opinion – Chee

Acura MDX – Brian Chee’s Opinion:
He tried to catch me. Turn after turn, I could see the blue angst flowing out of the cabin of his sedan, but the MDX kept him at arm’s length. It wasn’t because of my skill, but the on-track capability of the SUV: On the track, the MDX is an excellent ride. It cornered magnificently, the powertrain leapt to attention, and I thought it was perfection…until I drove it on the streets. Mind you, it’s a short-lister and a strong upgrade, but there are problems: The control layout made me feel like I was piloting a plane, there are a few blind spots in back, the snout is ugly, and I was never able to get comfortable in the seat.
Photos courtesy of Ron Perry, Acura

Honda Accord spied

Your title says Honda Accord, but this looks like an accident between a car and a tent! Yes, but under that heavy disguise this has been confirmed as the next Honda Accord. Prototypes have started lapping the Nurburgring ahead of the Accord’s production debut in March 2008 at the Geneva Motor Show. It will then go on sale in summer 2008.

It’s a completely different car to the American Accord and Accord coupe, though.
But will there be a European Accord coupe this time round? Very doubtful. Although Peugeot and Renault are making coupe versions of their latest D-segment saloons (and Ford and Vauxhall have shown concepts), an Accord coupe would be a flop over here, Honda officials fear. They still remember the slow-selling, but technically interesting, Prelude and other coupe efforts, then.

Honda will instead focus upon growing sales of the Accord Tourer (nee estate). The concept car shown at Frankfurt was a thinly veiled version of the new estate, and the Japanese company sees quasi-premium estates as their prime opportunity for growth. The Accord Tourer will have some tough opposition though, with the likes of Mercedes’ C-class estate and Audi’s forthcoming A4 .So how does Honda expect to take on the Germans? By being more sporty। Even Lexus, which has ploughed its own route as a luxury and comfort brand, has felt the need to launch a performance model, the IS-F, but Honda arguably has a stronger sporting history with its Type-R brand and F1 racing pedigree.

And despite hints of Ford Mondeo estate in the side profile, and hints of Hyundai Genesis at the front end, the Accord concept looked very smart at Frankfurt.

Our spy pictures show these proportions should be carried over to production with only major changes - such as the addition of more realistic door handles, door mirrors and wipers.What else should I know about the Honda Accord? To start with the Accord will offer two petrol engines and a new version of its acclaimed 2।2-litre diesel। The oil burner gets Honda’s new NOx reduction technology for even cleaner running. The system uses ammonia in the catalytic converter which causes the NOx to change into harmless nitrogen, subtly different to Mercedes' Bluetec system.

In the meantime, the Tokyo Motor Show next month will see the launch of the new Jazz, though that’ll be the Japanese spec Fit model. We won't see the new Jazz in the UK for at least 12 months.

Also on the way is a new hybrid model - showcasing Honda's latest hybrid technology in a new package, rather than adapting an existing platform like today's Civic IMA.

Words: Ben Pulman
(www.carmagazine.co.uk)

Nissan GT-R leak

Nissan GT-R: the lowdown
First, a bit of industry navel-gazing. The car world in the 21st century is a molly-coddled world. Hawkish PRs usually enforce embargos on first pictures of new cars - designed to maximise the publicity when a manufacturer unveils its latest wares. But in an age of instant communication, it's difficult to stop photos pinging around the world, and that's exactly what's happened with the new Nissan GT-R.

The spinmeisters wanted to keep the new sports coupe under wraps until its debut at the Tokyo Motor Show on 24 October 2007 - but an American car magazine published its next issue cover online yesterday, and the power of the web has done the rest.

That's what's happened behind the scenes. Why should you care? Because you can enjoy the full official photos of the 473bhp Porsche-baiting Nissan a full week early. That's the democracy of the web for you.A classic case of industrial espionage! Tell me more about the new Nissan GT-R
A lot of the official information is still under wraps until next week, but CAR Online has harvested what concrete facts we can find online and sifted the wheat from the chaff। Prepare to be surprised - the new GT-R will experience quite a lot of change in its latest iteration।

Not least of which is the name. Gone is the Skyline moniker, replaced simply by the GT-R badge. Some will lament the passing of this historic name, but it will once and for all end the confusion over the domestic-market Skyline saloon, a rather more mundane workaday four-door compared with the tearaway sports coupe Skyline GT-R.

It's all change under the engine bay, too. Out goes the old straight six replaced by a new V6, believed to be a development of the unit in the 350Z.So the GT-R gets a new V6। Is it still a sledgehammer sportscar? Oh yes। Bolting a pair of turbochargers to the V6 guarantees pretty stratospheric outputs। We're talking about 473bhp and 433lb ft, which is enough to guarantee Porsche 911 Turbo-shading performance। Like the benchmark 60mph in just 3।5sec and a top speed of 192mph।

The cockpit is a business-like place to be, judging by this first glimpse inside. A huge tacho dominates the dial stack, letting drivers judge exactly the point at which you flick up and down the new dual-clutch six-speeder. Expect rifle-bolt gearchanges, like on the existing systems from VW and Mitsubishi.

I guess the new Nissan GT-R will still be a real techfest?

Oh yes. It has a computer-controlled four-wheel drive system to apportion torque to the wheels with the most grip. Nissan hasn't yet lifted the lid on the system's exact details, but you can safely expect it to be full of clever clogs electronics to give the GT-R its usual athletic responses.

Previous Skyline GT-R models have felt more like rear-drivers than big, heavy four-wheel drive cars, and we hear that the new one will develop those dynamics further. And to ram that point home, the company is planning a publicity stunt to prove the GT-R is faster than a 911 Turbo around the Nurburgring.

Enough titillation! When can I get hold of a GT-R?

Afraid you'll have to wait a bit longer for the real McCoy. CAR Online will have the full story on Nissan's new supercoupe next week. Come back on 24 October 2007 to read the full lowdown.

And if you want to buy a GT-R, you'll have to wait even longer. The car isn't destined to arrive in the UK until autumn 2008. But we've a sneaky suspicion it will be worth the wait...

Words: Tim Pollard
(www.carmagazine.co.uk)