Stability control - Doing the right thing

Last Sunday I was driving home from spending a pleasant sunny day looking at old muscle cars and street rods. Pulling onto a long on-ramp for Route 84 in New York, I looked for a place to merge and saw something that you really don't ever want to see: a first generation (1997-2002) Ford Expedition traveling backwards through traffic.

Like many roads here in the Northeast, volume on this divided (mostly) two-lane highway can make traffic suddenly go from flowing above the speed limit to slowing down to a crawl. It appeared that the driver of the Expedition came up on the traffic too quickly and tried to avoid a collision. Some combination of steering and braking put the Expedition into a spin on the dry pavement.

Miraculously, the big SUV came to a stop on the passing lane shoulder, facing into traffic with a Dodge Dakota stopped about three feet from its front bumper. Even more impressive, all of the surrounding cars avoided it. And it's a very good thing that the Expedition stayed on the pavement, because leaving the pavement dramatically increases the chance of a tripped rollover. Still, all of this would likely have been avoided if the Expedition had stability control. (Newer Expeditions do.)

That got me thinking about the car I was driving: a 2008 Subaru Legacy 2.5i Special Edition. With agile routine handling and a decent ride, the Legacy is quite enjoyable. Even though it is the least expensive Legacy, it's no penalty box: fully featured, it includes basic power amenities, moon roof, and alloy wheels. But the one feature the Legacy is really missing is electronic stability control (ESC).

Given the proclivity of previously tested Legacys' toward oversteer in our emergency handling testing, ESC becomes doubly desirable--even though the Subaru system could be better tuned. So, we're happy Subaru has significantly increased ESC availability across the Legacy's line-up for 2008. Still, buying it requires jumping through some hoops. On a "basic" non-turbocharged Legacy, you'd need to pay $2,500 to move up to a 2.5i Limited with a leather interior to even make the $300 ESC option available. It gets worse--adding ESC on a turbocharged Legacy GT forces you to buy an automatic-transmission unless you get the high-zoot $34,000 2.5 GT spec.B edition. To be fair, Subaru is by no means alone in packaging ESC with luxury or other equipment, but we think safety features should be available at all price levels. Given that our Legacy came with an oft-available $1,000 rebate, why not cut that to $750 and make ESC standard?

On the other hand, some auto companies have done the right thing in making ESC standard in this class. Hyundai has standard (and well-tuned) ESC on the Sonata and it's standard on the Volkswagen Passat. Honda also made ESC standard on all versions of the newly redesigned 2008 Accord. It's available on more and more small cars as well, including most versions of Subaru's redesigned-for-2008 Impreza.

Over a dozen studies have shown ESC's benefits in reducing accidents. I'm a firm believer; ESC quelled the fish-tailing after a 35 mph lane change on a slushy highway in a Lexus RX400h that I was driving last winter. Even though I've been trained in skid control recovery, ESC works quicker and far more deftly than I can. We've seen ESC dramatically improve emergency handling--on both wet and dry pavement--in our testing here at the track.

So, while it's understandable not having ESC on the classic muscle car that you drive to a car show or a track day car, it should be standard on your daily driver. (It will be standard on all new cars starting with the 2012 model year, but the benefits are so great that it should be standard now.)

--Tom Mutchler

Just In: Chrysler Minivans

Like many Americans my age (mid-30s), my family's Chrysler minivan was a household fixture while growing up. For years, the company that invented and popularized the modern minivan (hold your comments about VWs, Corvair Corvan/Greenbriers, and Stout Scarabs, please) also ruled that market with the best product. My parents owned three: a 1988 Dodge Caravan LE, a 1994 Plymouth Grand Voyager, and a 1999 Chrysler Town & Country Limited that they still own. Excluding several transmission problems with the '94, the vans have served them well. And now as empty nesters, they still enjoy sitting up high in the comfy T&C.

But when I bought a minivan to support my weekend whitewater kayaking exploits, a Chrysler didn't make my list. Why not? After years of smaller minivans, Honda and Toyota finally figured out full-sized models with their Odyssey and Sienna, respectively. These vans offered modern, powerful, more-fuel-efficient drivetrains, well-finished interiors, modern safety equipment, and better reliability.

Meanwhile, Chrysler's minivans fell behind the curve: the last Grand Caravan we tested in 2005 lacked a smooth, modern multi-valve V6 and retained an antiquated four-speed automatic transmission. Interior fit and finish and seat comfort were so-so. Stability control was obvious by its absence, and reliability waxed and waned. Sure, the Stow 'n Go seats are slick (I'm stuck with the Odyssey's second-row seat permanently parked in my basement) and there were usually big incentives on all domestic models, but that wasn't quite enough.

Chrysler is trying to retain its sales lead and be more competitive to ensure it stays on top with their 2008 versions. Minivans are a big deal to Chrysler. Despite the overt shortcomings of the old vans, the company still sells around 400,000 a year. (Toyota sells about 160,000 Siennas.) But at the same time, the minivan market is contracting. Unlike my parents, many minivan owners moved onto SUVs (which look more rugged and less suburban even though the streets of suburbia are full of them) or back to sedans.

Look inside the sliding doors
With the 2008 redesign, all Caravans are now "Grand." The short-wheelbase model is gone, leaving Kia/Hyundai alone in that segment. The AWD option disappeared in 2005 due to floor pan modifications to accommodate Stow 'n Go and low take rates; only the Sienna currently offers AWD.

Beyond these fringe omissions, the new Chrysler vans cover the mechanical basics needed to play next to the Sienna and Odyssey:

• An available modern, overhead-cam 4.0-liter V6 (which considerably improved the freshened Pacifica we tested) along with the carryover 3.3-liter and 3.8-liter V6s.
• The segment's first six-speed automatic (with both the 4.0-liter and the 3.8-liter engines).
• A full slate of air bags and standard stability control. (Among competitors, only the Nissan Quest lacks standard ESC.)

But to further lure buyers back, the Chrysler products offer lots and lots of interior features, many of which are unique in the minivan segment:

• "Swivel 'n Go" second-row seats that rotate around to face the back row in a club seating arrangement, complete with a removable table in between
• A hard drive in the sound system that can store music or pictures. (You load it through a USB port, so you don't need to play a CD to record music.)
• A backup camera that doesn't require purchasing a navigation system.
• Nifty interior lighting that, among other things, surrounds the overhead console in a soft glow.
• Lots and lots of storage, including a clever multi-level center console that slides back to the second-row seats, under-floor storage compartments, and a molded door-side bin for an umbrella.

We bought two 2008 Chrysler vans to test: a Dodge Grand Caravan SXT with the 3.8-liter V6 and a Chrysler Town & Country Limited with the 4.0-liter. While they compete strongly on the specification sheet, we'll see how they stack up against the quietness, power, and ride of the Sienna, the spry handling of the Odyssey, and the value of the Kia Sedona/Hyundai Entourage.

A First Look is scheduled for October, offering our initial impressions as these minivans undergo testing for a future report.

--Tom Mutchler

UAW GM strike ends with agreement

General Motors and the United Auto Workers (UAW) reached a tentative agreement on a new national labor contract at 3:05 a.m. today, ending the much publicized strike.

More than 70,000 UAW members nationwide walked off their posts at General Motors on Monday morning, after negotiations between the two organizations failed to reach a labor agreement. The UAW contract had expired on September 14th.

The tentative agreement includes provisions for creating an independent retiree health care trust that would assume a reported $50 billion in obligations, according to the Detroit News. With initial funding from GM, the voluntary employees' beneficiary association (VEBA) would reportedly be able to provide retiree health benefits for an estimated 80 years. In the process, it would remove the significant financial burden from GM.

GM agreed to hire 4,100 currently temporary workers, though at their lower wage and with a different benefits package than previous permanent workers.

There are other aspects, such as sign-on bonuses for new hires and scheduled pay increases, that have been variously reported, though there is no official release at this time.

Ultimately, the agreement is not final until it is ratified, approved by the courts, and reviewed by the Securities and Exchange Commission.

The UAW expects the terms negotiated with GM to set the tone for discussions with Chrysler Group and Ford Motor Company, according to Automotive News.

The national UAW contract with both Chrysler and Ford also expired mid September.

We expect that the short strike will have a very limited impact on consumers. It's unclear, though, whether or not GM will benefit from this agreement. Time will tell if both sides made the right decisions.

--Jeff Bartlett

Personal Picks: Pick of the litter

Our group of recently tested small cars is a varied one, to say the least. With everything from sensible sedans to sporty models and even a roadster, it offers something for everybody--and at least one car for nobody. But that's just my opinion, and I'll keep it to myself. Deputy Editor Jeff Bartlett asked me for a personal pick, and here it is:

The Hyundai Elantra.

Yup, that's my pick, a humble but competent, nondescript little sedan, easily misplaced at the mall parking lot. Sign me up even over more interesting stuff like the Mazdaspeed3 and Mini Cooper S my colleagues are all worked up about from the sporty car group.

Don't get me wrong. They're a smart bunch, (my colleagues, not the cars) and like me, they love cars. Both the 'speed3 and the Mini are a blast to drive, with quick acceleration, good handling, and responsive steering. But where those sportier models can be frantic and hyper like a Yorkshire terrier, the Elantra is just friendly and eager to please. Think of it as an automotive Cocker Spaniel.

The Mazda is less of a poorly trained pooch than the Mini, and manages to put its bodacious 263-hp to the pavement with minimal torque steer. But the ride can be punishing over time, especially over broken pavement or abrupt bumps on the highway. In its favor, the Mazda comes without the Mini's lane-changing torque steer and annoyingly cute if dysfunctional dashboard controls. Give me function over funk any day of the week. As my colleague Managing Editor Jon Linkov so aptly summed it up, "What's up with the Flavor-Flav speedometer?"

In the end, a Mazda3 Touring with a five speed manual would be my pick if that was an option, but Jeff doesn't like it when we pick cars not in the group - even though the Auto Test guys do it all the time. (I like it less when the guys pick the Nissan Murano for EVERYTHING. --Ed.) Still, with sufficient power to step out as desired, better fuel mileage than the 'speed3, less edginess to its suspension but still enough sportiness to make it fun in the twisties, the Touring strikes me as a good compromise. It even has room for a couple of Cocker Spaniels, though fitting my two Belgian Shepherds may be tough.

But it wasn't part of this group, so the Elantra it is. I'll just have to carry a picture in my wallet so I can find it. Or look for a dog in the back seat.

--Jim Travers

U.S. gas prices--September 24, 2007

Most areas have seen an increase in gas prices for this week.

National retail fuel price averages

Price

Change from last week

Regular gasoline/gallon	$2.81	↑ .03
Diesel fuel/gallon	$3.03	↑ .07

Regional regular gasoline prices

Price

Change from last week

East Coast	$2.77	↑ .04
-New England	$2.74	↑ .02
-Central Atlantic	$2.76	↑ .03
-Lower Atlantic	$2.79	↑ .05
Midwest	$2.86	0
Gulf Coast	$2.71	↑ .03
Rocky Mountain	$2.82	0
West Coast	$2.91	↑ .05
-California	$2.96	↑ .06

Source: Energy Information Administration, 9/24/07

UAW Strikes GM

More than 70,000 United Auto Workers (UAW) nationwide walked off their posts at General Motors at 11 a.m. this morning, after negotiations between the two organizations failed to reach a labor agreement. Contract talks had officially begun July 23rd.

At issue, GM is looking to make significant cost reductions to remain competitive, even solvent. Some proposed cuts require concessions from the UAW, which seeks to protect job security and benefits for its workers.

The UAW this morning declared its strike intentions, including the following statement:

"We're shocked and disappointed that General Motors has failed to recognize and appreciate what our membership has contributed during the past four years," said UAW President Ron Gettelfinger. "Since 2003 our members have made extraordinary efforts every time the company came to us with a problem: the corporate restructuring, the attrition plan, the Delphi bankruptcy, the 2005 health care agreement. In every case, our members went the extra mile to find reasonable solutions."

Likewise, General Motors issued the following press release:

We are disappointed in the UAW's decision to call a national strike.

The bargaining involves complex, difficult issues that affect the job security of our U.S. work force and the long-term viability of the company. We are fully committed to working with the UAW to develop solutions together to address the competitive challenges facing General Motors.

We will continue focusing our efforts on reaching an agreement as soon as possible.

The labor dispute comes at a time when GM is showing positive signs while facing increasingly tough competition. Many of the latest products we have sampled have been competitive (excluding the Pontiac Solstice and Saturn Sky), and in some cases, stand with the best in the class. The Saturn Outlook for example, provides an excellent alternative to a large, truck-based SUV for buyers who don't need the extra towing capacity or off-road ability of a truck. (General Motors/John F. Martin photo shows employees with Outlook at the Lansing Delta Township manufacturing facility.) The Chevrolet Avalanche is our top-rated pickup truck, and the related Chevrolet Silverado also scored well. Further, some future models, such as the redesigned Cadillac CTS and Chevrolet Malibu show promise.

Should this strike linger, it could cause GM to stumble, losing what momentum it has gained during the recent reorganizations and cost-cutting measures. What it means for consumers is hard to predict. Short term, there may be fewer incentives due to dwindling dealer inventory. Products such as the Outlook, GMC Acadia and Buick Enclave are already in short supply. Long term, both car shoppers and investors may see their confidence erode, which would reflect back on GM's finances. Time will tell.

UAW contracts with Chrysler Group and Ford Motor Company also expired on September 14th. Therefore, the results of the current negotiations with GM may have impact for all three automakers and their customers.

--Jeff Bartlett

Traffic: A waste of time

Stuck in traffic?  You’re not alone. As most commuters can attest, traffic congestion continues to worsen in American cities, according to a study by the Texas Transportation Institute.  The 2007 Urban Mobility Report, which is based on 2005 figures, found that the nation’s drivers are wasting almost a whole work week--38 hours a year--stuck in traffic.  That equates to 4.2 billion hours and 2.9 billion gallons of gas, for a total of a $78 billion drain on the U.S. economy.   

The study provides details on the congestion in 85 metropolitan areas. The Los Angeles metro area had the worst congestion, delaying drivers an average of 72 hours a year, followed by Atlanta, San Francisco, Washington and Dallas.  As expected, the congestion is highest in the most populous cities, but the study also looked at a number of smaller cities such as San Diego with 57 hours, Austin, TX with 49 hours, and Tucson, AZ with 42 hours spent in traffic annually. 

Unfortunately, a big part of the congestion problem is that the population growth the past few decades has not been met with changes in the highway infrastructure. Most of the nation’s roads were simply not designed to handle the current volume. The study recommends some solutions to the problem, such as servicing existing roads, adding more mass transit systems, relieving chokepoints, and changing usage patterns.  Other suggestions that would have to be addressed between employers and employees are flexible work schedules, telecommuting, and carpooling.

While there is not much you can do to control the growing gridlock (besides moving to a smaller town), you can control how much gas is lost.  First, driving a more fuel-efficient vehicle can help the environment and save some money.  Second, the way you drive can affect how much mileage you get in your current vehicle.  Third, if you can, ride your bike to work or take mass transit. However, if you have no choice but to drive, see our fuel economy guide for tips on how to save gas and learn more about alternative fuels.

--Liza Barth

200,000-Mile Club continues to accelerate

Interest in our October 2007 cover story, “Make your car last 200,000 miles,” has caused high-mileage drivers to log on and share their experiences, advice, and even photos.

The owners’ tales are quite inspiring, with drivers like Martin Sorin claiming that they still have many miles left in their car. As you’ll read below, Martin’s Camry has been to 200,000 miles--twice.

Do you have a story or advice to share? Join the unofficial club! Share your experience in the 200,000-Mile Club forum, and if you’d like to show off your well-traveled ride, you can post a photo at the 200,000-Mile Club photo gallery. Please be sure to include the year, make, model, and mileage when you submit your image.

In the meantime, below are some of our favorite posts.

--Jim Travers

We purchased a 1993 Mercury Villager in July 1993 new. We still drive the car daily and it now has 374,900 miles on the odometer. Original engine with only minor engine work… I think the reason we have had such good luck with this car is by keeping it maintained regularly and not doing much short trip or city driving. We live in a rural area and most trips are at least 20 miles or more.

--David Richards

I think one significant factor in longevity is service and an honest and reliable shop. I could not own a 1990 Volvo 740 GL wagon with 245,000 miles on it in this medium-sized city in Canada without my service technician who owns a shop that specializes in Volvos and VWs.

--Ted Whipp

I have owned this truck since new and have meticulous maintenance records. There have been no internal engine or transmission problems. Take care of all the regular maintenance and you will be rewarded. I have set my new goal at 400,000 miles and fully expect to make it in spite of Michigan roads and weather.

--Jerry Hooker, 1993 Chevrolet S-10, 300,000 miles

I change my oil every 10,000 miles and I change my transmission fluid every 30,000 to 35,000 miles. Another tip is to order or purchase a vehicle with an engine oil cooler and a transmission oil cooler if possible. I have heard and believe that most engine and transmission problems are the result of heat.

--Michael Freeman, 1995 GMC K1500 pickup, 429,781 miles

My 1994 Toyota Camry V-6 wagon currently has 416,200 miles on it and is still running strong. I hope to reach 500,000 miles with it. I agree with your article about fixing things as soon as they need it, buying a reliable car, and doing scheduled maintenance when the owner's manual says to do it.

--Martin Sorin

Just In: 2008 Toyota Highlander

When the redesigned-for-2006 Toyota RAV4 hit the market after growing 14 inches in length and gaining an optional small third-row seat, it wasn't a big jump to assume that the Highlander would be growing bigger in its next redesign.

So, just like almost every other redesigned Toyota we've recently tested, the Highlander grew in many ways. Some increases were expected: this new Highlander is four inches longer, heavier by (a considerable) 450 pounds, and packs 40 more horsepower compared to the previous model. The third-row seat is larger than the tiny perch in the old car, too.

An unexpected growth strategy: the radio and climate knobs are now big enough to operate with your feet. With a graduate degree in ergonomics, I'm all for large and easy-to-see controls, but these are the size of Dixie bathroom paper cups. 

There is lots of new content here, as well. Since Americans are growing in size (along with their cars, it seems), the Highlander Limited has equipment that helps fit them better. A telescoping steering wheel and power-adjustable seat cushion length adjustment are welcome additions, helping address a (excuse the pun) shortcoming of earlier Toyotas. The backup camera has a separate small dashboard screen so you don't need to buy a navigation system--a nice touch.

Will the Highlander follow in the steps of the RAV4, our top-rated small SUV, and its predecessor to reign atop the mountain of midsized, three-row SUVs on the market? We'll see when we test it alongside other redesigned or updated car-based SUVs that have recently been introduced: the Buick Enclave (which shares its platform with the high-scoring Saturn Outlook), Ford Taurus X (the renamed and repowered Freestyle), and Subaru Tribeca (a previously so-so scorer with a new nose and new engine).

We will post our first Toyota Highlander driving impressions soon at ConsumerReports.org.

--Tom Mutchler

Personal Picks: Small, economical cars

While the "PeeWee Sports" sporty cars in the October 2007 may have elicited the most water-cooler conversation among the staff, the all-new and redesigned models in our "Small Wonders" test group warrant a closer look.

View video reviews of the small cars.

Here the staff shares their personal insights with picks, and sometimes pans:

Eric Evarts: I'll start with a confession: I'm not a big fan of small sedans (though we have one in the family that my wife loves). It seems to me if you want a small car to save gas or money, you'll benefit by maximizing the car's interior space. Uncool though it may be, that means buying a wagon or a hatchback.

But that's not the only reason my personal pick among this month's Small Wonders is the Scion xB. The main reason is that it feels more grown up than the other cars here, despite its youthful target audience. The xB strikes me as a car I could consider as a substitute for the much more expensive Toyota RAV4. It has a huge back seat, plenty of room for cargo, and lots of room up front. I especially love all the handy storage nooks and crannies for road trip gear and the iPod adapter that lets you control it through the xB's radio or steering wheel. There's plenty of power, and cornering is relatively lively.

Unlike the old xB, the engine remains subdued on the highway, and the doors don't feel like they'll bend every time you slam them shut.

Like the old xB, the new one looks hip and youthful. And your neighbors don't have to know you only spent $18,000.

Jeff Bartlett: Be careful what you wish for. The manufacturers do listen closely to owners and auto show goers, as well as monitor online forum banter. The original xB was funky, affordable, and frugal, giving Scion an instant hit to grow the fledgling, youth-targeted division.

The public, at least certain hipster and hip-replacement segments, loved the original, but there was a desire for a little more power, refinement, and safety. (However, the 2004-2006 models earned a Poor rating in the IIHS side-crash test.) With the new xB, Scion delivered what buyers wanted, but in this ever-changing world, the timing was a little off. The second-gen went on sale this year amid elevated gas prices, right when the country really needed another high-mileage choice. The new xB only gets 23 mpg overall in our tests, down from 30 mpg in the last one.

The latest xB feels much different than the original, which had great visibility and feather weight. Now, the xB feels solid, with small, Hummer H3-like side glass and perceived heft. The larger engine does give the car appropriate verve, and the Dr. Who Tardis effect of an impossibly roomy interior continues.

In a segment where the competition is a variety of typical c-a-r-s, albeit with more refinement and features than ever before, the xB stands out as a buck-the-mainstream choice. The basic package provides more rear-seat space than just about anything within a yard of its length, and it just feels fun to drive a vehicle that seems like the off-spring of an armored bank truck and an urban dance club mix CD.

Once again, the xB succeeds in being a distinct alternative, without exacting a price penalty. But, I sure would welcome a couple more miles per gallon, and I suspect Scion hears other voicing similar desires. Maybe with the next generation... And if the next model launches when gas prices go down, I won't complain.

Cliff Weathers: My wife coos at our Mini Cooper the way she would a tiny puppy. Yes, she may think it's so cute and adorable now, but wait until she tries to work the radio or the confounding switchgear while driving. And the Mini's torque steer would yank her around a bit too much. She'd end up denouncing this wide-eyed little buggy faster than you can say "high-strung Chihuahua."

Unfortunately, she's always found the Scion xB to be unlovable and ugly. But if she gave it a home, she'd find that it to be a loyal companion. First of all, it plays well with the kids. Our nine- and ten-year olds barely fit in the back of our Subaru Forester these days, yet they're plenty comfortable in the back of the xB.

Also, the xB from the "Small Wonders" test group does some pretty cool tricks, especially with an iPod. If she attached hers to the wagon's dedicated jack, she'd discover that the car's audio system integrates seamlessly with Apple's media player, letting her control it through the steering wheel and radio controls.

And last, nobody wants a vehicle that's difficult to control. My wife would find that the xB is obedient on the road and only emits the slightest growl from its 4-cylinder powerplant. And at 23 mpg overall, it doesn't have much of a gas problem.

I'm always lecturing my wife when it comes to dogs cars: Make sure that you can find one that you can live with; don't take home the first one that you find adorable. Maybe next time she'll listen.