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Automotive: This Weeks Spotlights
Volvo C70- Two for One
By Frank S. Washington-NNPA Columnist
HANA, MAUI, Hawaii -- The Hana Highway is fabled. There are 54 one-lane bridges and 600 turns over the 35 mile, two-lane stretch that leads to the top of the Haleakala Volcano. At more than 10,000, ft., there were points where we literally looked down at the clouds.
With a background lush with African Tulip, Banion, Eucalyptus and Mango trees, it was an impressive statement that we even noticed Volvos new C70, the car we were here to test drive.
The 2006 C70 is a convertible hardtop. It replaces a coupe and a rag top convertible of the same name. The C70 is powered by a turbocharged in-line five cylinder engine that makes 218 horsepower and 236 pounds-feet of torque from 1500 rpm to 4800 rpm. It can be equipped with either a five-speed automatic transmission or a six-speed manual.
We had the five-speed automatic on the way to the top of the Volcano and found it more than adequate for the climb. From time to time, we could hear the engine working to overcome the altitude but it never strained to get the job done
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2007 Lexus ES 350-Sexy, Stylish & Fun
LAS VEGAS -The first thing we noticed about the Lexus ES 350 was the look.
It was stylish, sexy and most important it bore a strong resemblance to the new Lexus GS, IS and upcoming LS sedans. In other words, Lexus has finally found a design formula all its own. Called L-finesse; in a phrase the look is long hoods, V-shaped faces and short deck lids. That’s the first leg of what Lexus designers were after with the ES.
The second leg was the interior. In a drive from the Ritz Carlton, Lake Las Vegas to the Hoover Dam, the ES delivered on what we’ve come to expect from Lexus. Fit and finish were superb and rich walnut wood trim filled the cabin, giving it the ambience of an of old world library.
Lexus has long taken a beating from automotive journalists for not building fun to drive qualities into its products. It’s a criticism that is deserved but Lexus is trying to correct that flaw.
Thus, the third part of the triad that formed the primary target of the ES’ development was top-notch acceleration and handling.
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07 Cadillac Escalade
Character Galore
By Frank S. Washington
WASHINGTON – The last time we tested a Cadillac Escalade our real complaint was that the interior was not up to snuff. It did not convey the feel of luxury that justified the $50K plus sticker.
Cadillac’s general manager at the time, Mark LeNeve, assured us that Cadillac was aware of the shortcoming and that something was being done about it. LeNeve, who is now vice president of all of GM’s marketing operations, kept his word.
The interior of the all-new 2007 Cadillac Escalade should take the breath away of current owners. It conveyed the rich ambience of a luxury sedan. It was the sort of environment that buyers of luxury vehicles expect.
2007 GMC Yukon – Socially Acceptable
By Frank S. Washington
GREENSBORO, Ga., -- Social acceptability. That’s what GMC was aiming for with the redesigned 2007 Yukon/Denali. And we believe GM’s upscale truck division hit its target.
But make no mistake; the 2007 GMC Yukon/Denali is a very capable full-size sport utility. It can tow almost 8,000 lbs, accommodate up to nine passengers and it can tote almost 1,500 lbs.
There are three engine choices: a 4.8-liter 293 horsepower V8, a 5.3-liter V8 that makes 320 horsepower and the top of the line 6.2-liter 380 horsepower V8. Two models: the Yukon and the Yukon/Denali are available.
Both come in either two-wheel or four-wheel drive configurations. But the 6.2-liter V8 is exclusive to the Yukon/Denali. It’s mated to a six speed automatic transmission. The other two engines are mated to four-speed gearboxes.
The Yukon is based priced at $34,690, while the Yukon/Denali starts at $47,990. Standard equipment on either model is impressive. It includes OnStar, variable shock dampening and rear air-assisted load leveling, surround sound, remote start, satellite radio, heated first and second row seats and rear-park assist.
Options include 20-inch wheels a power liftgate, a navigation system, power retractable assist steps and a rear-seat DVD-based entertainment system. About the only thing missing was a telescoping steering wheel (it tilted) to go along with the power pedals.
In order to achieve more social acceptability with the new Yukon/Denali, GMC concentrated on six areas:
1. Exterior styling. The Yukon flat out looks better, by bunches, than the model it replaces. While on the 90-minute drive here from Atlanta’s airport, an older model Yukon/Denali passed us. We thought that the driver probably didn’t know that we were in a new version of his SUV. It looked that much different and that much better.
2. Interior refinement. GMC used top notch materials and low gloss levels. Gaps were tight, instrument faces were flush, flat and fit and finish rivaled that of luxury brands. The interior was so cool, we wondered how the new Cadillac Escalade, which is more upscale than the Yukon/Denali, was going to top it.
3. Driving experience. We got some seat time in both the 5.3-liter and the 6.2-liter V8s and could hardly tell the difference in the engines. Only the deeper growl of the larger engine under aggressive acceleration separated the two.
The instrument panel (dash board) had been pushed down and forward almost six inches. The view was increased dramatically and because we could easily see over the hood, it made the Yukon/Denali drive much smaller.
My driving partner was about five-feet tall, I’m closer to six-feet and neither of us had any trouble relaxing in the Yukon/Denali. She said, “I’m really comfortable. I could drive this thing a long time. The only thing missing is a bathroom.” She had a point.
4. Comprehensive safety. Among the Yukon/Denali’s protective gear are roof mounted side curtain air bags with rollover over protection for all seating rows. That’s optional; but the tire pressure monitoring system is standard. And the rearview camera is standard on some models.
5. Perceptual quality. Although GM’s full-size trucks lead the pack in terms of quality, they were never perceived that way. GMC hopes that better materials, top notch fit and finish, tight gaps and better styling give the 2007 Yukon/Denali the ambience of quality on which perception is based.
6. Depth & Breath. This says it all. There are three body styles, 2 wheel bases (we tested the short one), three brands, 12 models and seven powertrains that comprise GM’s full-size truck lineup.
GMC is General Motors’ best kept secret. It has increased sales during trying times in 11 of the last 12 years. There are many reasons for that and they begin with the products that GMC puts on the showroom floor.
We’d like to get the Yukon/Denali for a full-week test on our turf. But from our brief drive here we can say that the 2007 GMC Yukon/Denali is much better than the model it replaces and it remains a formidable competitor in the full-size sport-utility segment.
Frank S. Washington can be reached at frank@aboutthatcar.com. Or, snail mail him at PO Box 23167, Detroit, MI, 48223.
'06 Kia Sedona – A Sporty Minivan
by Frank S. Washington
DEL MAR, Calif., -- This is not exactly minivan country. It’s a place where Porsche’s and Bentley’s roam the streets.
Yet Kia chose to launch the second generation of its Sedona minivan here. The twisting roads provided an excellent test of just how much the company has improved its second most popular vehicle.
The Korean automaker bumped up the Sedona’s power by 13 percent and reduced its weight by a healthy 400 lbs. The Sedona is now powered by a 3.8-liter V6 that makes 244 horsepower and 253 pounds-feet of torque. It’s mated to a five speed automatic transmission with manual shift capability.
Yep, the folks from Kia believe minivans should be fun to drive. And though the Sedona weighs 4,387 lbs. (4,646 lbs for a fully equipped model) it didn’t drive like a cumbersome micro bus that many people think of as a minivan. In fact, the Sedona was pretty spry on its wheels.
Lest we mislead, the Sedona is a minivan. Our test vehicle was the LX model. There’s an upscale EX but we couldn’t get in one. No matter, the second row of our test vehicle featured captain’s chairs. It could be outfitted with power sliding doors and liftgate. And the third row of seats folded flat into the floor via a two-step process.
We found the second row very comfortable. And those seats tumbled and flipped forward for easy access to the third row. We think two adults could ride comfortable back there and two kids would have room galore.
The new Sedona is longer and wider than the vehicle it replaces. Kia says the Sedona has 15 percent more passenger volume. What’s more, we don’t spend a lot of time in minivans so we were impressed with the second row side widows that could be powered down three quarters of the way.
Since the primary passengers in minivans are children, Kia paid special attention to safety. The Sedona was equipped with six standard air bags and it had full length side curtain air bags that provided protection for all three rows of seats. It was also equipped with electronic stability control, traction control, active front head rests and it had a tire pressure monitoring system.
The Sedona also had the obvious minivan stuff. There was a second-row entertainment center with wireless headsets. There were also separate climate controls for the second row. It had a fold down tray between the driver and passenger seat that could hold cups, reporters’ notebooks, cell phones, etc.
We found the vehicle rift with all sorts of nooks and crannies from dual glove boxes to a CD bin at the base of the center stack. The gear shift was on the center stack, rather than the steering column. We’ve always liked this placement far better. It added to the sense of sportiness
But it seemed to us where the Sedona really excelled was its driving prowess. The five-speed transmission shifted smoothly and its command module always had it in the right gear. The vehicle accelerated really well from standing starts and it we found it highway worthy. We kept pace with the rather swift traffic on I-5 South as we headed back here.
There weren’t any shakes, rattles or squeaks and road noise was kept to a minimum. The interior was pretty quiet, too. My driving partner and I had the air conditioner running and the fan did not intrude on our conversation.
Handling was really impressive. We were on some tight two lane roads with hair pin turns. The Sedona tracked really well, there was no body roll in the turns and there was no twisting or shaking of the frame
But where consumers might find the Sedona really special is the sticker. The base price of the LX was $22,995. For the EX, it was $22,595. What’s more, Kia said that a comparably equipped Sedona is $7,000 cheaper than a Honda Odyssey and $3,000 less than a Dodge Grand Caravan.
We tested the long wheel-based model. Kia said a short wheel- based version of the Sedona will go on sale in the fall. Our long wheel-based version went on sale in February.
Frank S. Washington can be reached at PO Box 23167, Detroit, MI, 48223. Or e-mail him at frank@aboutthatcar.com.
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