New child booster seat ratings from IIHS

Today, the Insurance Institute for Highway Safety (IIHS) released new ratings of child booster seats. The first of their kind, IIHS ranked boosters from those that performed as “best bets” to those that are “not recommended” based on the seat’s ability to correctly position a vehicle’s lap and shoulder belt for booster-age children, not on their performance in simulated crash tests. Unlike child restraints intended for smaller children that have internal harnesses, materials, and structures to restrain children and absorb crash energy, booster seats function as a positioning device to correctly place the child within the vehicle’s seatbelt system. It is the seatbelt that does the restraining with the boosters designed to position those belts across the stronger bony structures of the hip and clavicle/collar bone rather than across the softer tissue of the abdomen and neck.

IIHS, in conjunction with the University of Michigan Transportation Research Institute (UMTRI), measured how the lap and shoulder belts fit a crash-test dummy representing the average size and weight of a six-year-old in each of 41 booster seat models. The booster seats were evaluated using a vehicle seat with lap and shoulder belts in a range of positions based on actual vehicle measurements. Though seatbelts are highly effective at reducing injury in a crash, those that are incorrectly positioned across the lap have the potential to cause injury to the abdomen if positioned too high and if they allow children to slide under them during a crash. Shoulder belts positioned too closely to the neck do not place the load ideally over the clavicle/collar bone but are also uncomfortable, which may cause children to hold the belt away from their neck or put the shoulder portion of the belt behind them, reducing the belt’s protection.

IIHS Best Bets

    * Graco TurboBooster backless with clip
    * Fisher-Price Safe Voyage backless with clip
    * Combi Kobuk backless with clip
    * Fisher-Price Safe Voyage
    * Britax Parkway
    * LaRoche Bros. Teddy Bear
    * Safeguard Go backless with clip
    * Volvo booster cushion
    * Recaro Young Style
    * Britax Monarch

Details of the ratings and how they were arrived at can be found at www.IIHS.org.

In making an assessment of which booster seats best fit children, IIHS provides an important and as yet unmeasured piece of the puzzle. Consumer Reports' Ratings include some of the seats also tested by IIHS and are based on our evaluations of how easy the seats are to use, how they fit in vehicles, and how they perform in a variety of simulated crash scenarios. Seats that we rate well and that also show as “good” or “best bets” in the IIHS evaluations provide the best potential for protecting a child in a crash.  If you own a seat that falls into the “not recommended” category from IIHS, it’s more important to perform your own assessment of fit with your own child and car based on the steps outlined below.

But don’t forget some important points:

•    Booster seats are an important step in child passenger safety and should not be overlooked.  Although laws in most states now require the use of boosters for children not yet ready for using the vehicle belts alone, and research has shown them to significantly reduce the potential for injury and death, non-use is still higher than among other child restraint types. Often, children are in vehicles wearing only the seatbelts or are not restrained at all before they’re old or large enough to do so safely.

•    Kids and cars come in all shapes and sizes. As IIHS points out, though the six-year-old dummy used in the study is designed to represent the average six-year-old in stature, it certainly does not represent all kids. Parents and caregivers should make a similar assessment of their own child in their own vehicle to determine if their booster seat is working as intended. Answer these questions to determine if your seat is providing the proper fit:
    o    Does the booster seat position the shoulder belt across the clavicle/collar bone, approximately mid-way between the neck and shoulder?
    o    Does the booster seat position the lap belt low across the hips/top of the thighs?
    o    Does either the booster seat or vehicle head restraint provide some support behind the child’s head?
    o    Is your child comfortable and not tempted to move the belts or themselves out of position after a period of time?

•     Don’t rush to move your kids to the next step (PDF download) in terms of restraint use. Very often a step-up to the next level of restraint means a step-down in terms of overall safety .

•    Regardless of how a seat rates, remember it is best for children to ride in any booster than to let them ride unbuckled or in the vehicle belts alone.

Learn more about how to choose the right child safety seat, including the available types and features.

—Jennifer Stockburger

Ford plugs in the Escape

The plug-in version of the Ford Escape looks and feels a lot like a regular Escape hybrid: the main difference being, you can’t buy one yet.

Using a 10 kilowatt-hour lithium-ion battery, Ford claims the cars can go up to 30 miles on an electric charge and up to 40 mph on battery power only. We didn’t have a chance to drive 30 miles, but were easily able to hit 40 mph on our test-track ride evaluation loop.

As with any plug-in hybrid vehicle, fuel economy depends mostly on how you drive it. The more time you spend at lower speeds on electric power, the better mileage you’ll get. However, Ford says the batteries are so expensive that it is looking at alternative business models to sell the cars. One possibility is consumers may buy the car but lease the batteries, guaranteeing ready replacements, ensuring the batteries are reused (likely by a power company) and reducing the cost. The company claims it takes six to eight hours to fully charge the plug-in Escape from a 110-volt outlet.

In partnership with Quantum Technologies, Ford is building up to 100 plug-in hybrids for testing at Southern California Edison and the South Coast Air Quality Management District.

—Eric Evarts

High-performance green machine: Corvette C6.R

Among the green machines at the Consumer Reports Auto Test Center today, the Chevrolet Corvette C6.R looks like it crashed the party. Lurking under cover of the big-top tent, surrounded by fuel-sipping hybrids, quieter-than-you’d-think diesels, ultra-expensive fuel-cell vehicles and other alternative takes on mainstream transportation, this ultimate Corvette provides a stark contrast to the electrified cars of tomorrow in attendance.

Part of a green initiative, Corvette Racing is using renewable E85 ethanol in the 2008 American Le Mans Series. Last year, the teams used E10. Through the 12-race series, Chevrolet wants to prove the viability of the fuel, and certainly high-stakes motor sports will raise ethanol awareness.

Among other things, the 590-horsepower C6.R proves that being green doesn’t mean boring. And sadly, there were no hot laps in the C6.R today in the rain.

—Jeff Bartlett

Join our forum discussion on hybrids and alternative fuel vehicles.

Just In: Smart ForTwo

Sometimes events converge together:
Wednesday: The Insurance Institute for Highway Safety (IIHS) releases crash test results for the Smart ForTwo.
Thursday: We take delivery of our Smart.
Friday: The start of my annual pilgrimage to the Carlisle (Pennsylvania) Import and Replicar Show.

The result: A 1,000-mile road trip in our Smart over a three-day weekend.

It won’t come as a big surprise that a Smart isn’t really an optimum long-distance road trip car. The tiny two-seater is intended as a fashionable urban runabout; it’s a fairly common sight in big cities in Europe where parking is at a premium and low-displacement engines avoid big taxes. But now the second-generation ForTwo is on sale here in the United States, where people drive longer distances and the roads are filled with hulking SUVs.

My wife thought (once again) that I was a bit nuts for taking the Smart on this trip. The aforementioned crash test results helped me feel a bit better; the 1,800-pound Smart did quite well in the IIHS offset- and side-impact tests. Still, watching the crash videos, it was disheartening to see the car bounce dramatically away from the frontal-offset barrier, suggesting a risk for moving into oncoming traffic or tripping off the road. And the IIHS was quite clear in their press release that minicars have the highest relative accident death rate on the road.

Everything is relative. When I stopped to fill up the Smart during a rainy night on I-95 (you do that often with such a puny 8.7-gallon tank), I pulled into the pumps behind two people on a BMW motorcycle. Even though they had full riding safety gear, I felt a bit bad for them—they’re a lot more exposed than I was in my airbag-equipped transportation pod. (Plus I had a roof.) Surprisingly, you don’t feel that vulnerable in the Smart; the high seating position puts you at a decent height relative to other cars and the airy and roomy-enough-for-two cabin doesn’t feel as squished inside as you’d think. Just don’t look over your shoulder.

It’s a disappointment that this tiny car lacks daytime running lights—given its size, you can use all of the help to be seen you can get. And don’t expect slower-moving vehicles to get out of the way when you come up behind them to pass; the Smart doesn’t exactly enforce lane discipline from other drivers.

But once people see you, the Smart is one of the most stared-at cars on the road. Everyone looks at you and lots of people point. Some of them laugh. You wind up waving a lot. Smarts are still rare sights, especially outside of the urban areas where most of the dealers are located.

It wasn’t a surprise that the Smart drew a lot of attention when parked on the show field at Carlisle. Every time I went back to the car, it had drawn a small crowd. (There was a lot more interest in the Smart than there was in the Jaguar XK convertible I drove to the show two years ago.) People basically had the same two questions: What is it and what kind of fuel mileage does it get.

The answer: On our not-yet-broken-in Smart, I observed 40 mpg on the required premium fuel while cruising at highway speeds. With all of 71 horsepower from the tiny 1.0-liter three-cylinder engine, the Smart keeps up in traffic but struggles to maintain speed on highway hills. You’re tempted to manually downshift the slow-shifting automated manual using the paddle shifters. When worked, this gasoline engine sounds a lot like a diesel. Still, this car is a lot quicker than the first-generation Canadian-market Smart turbodiesel we previously tested.

There is something of a debate brewing in the automotive press of whether the Smart ForTwo is fun to drive. As Lawrence Ulrich wrote in his pointed New York Times review, “The Smart has been described as fun to drive by some reviewers, but other than showing taillights to the neighborhood riding mowers, I don’t see it.”

To my way of thinking, the Smart’s fun doesn’t come from doing the normal things that make other cars fun—like super handling or acceleration—but rather that it does normal car stuff at all. Compared to every other car in this market, it seems so wonderfully improbable that this tiny car can haul two people and their luggage while keeping up (and sometimes passing) highway traffic. Plus, just as driving a big SUV can inspire some evil thoughts (Can I clear that curb in the mall parking lot?), the Smart almost begs you to find tiny parking spots or squeeze into little holes in traffic.

But just how well does the Smart do normal car stuff? We’ll let you know as we put more miles on ours.

—Tom Mutchler

Just In: 2008 Honda Accord

You can almost set your clock by it. Every five model years, the Honda Accord gets a redesign. True, this is up from the four-year-cycles we saw in the 1980s and 1990s, but the car isn't exactly suffering for it: The past Accord EX V6 went out on top of our family sedan Ratings.

Here is an interesting factoid: depending on the source, Honda Accord sales were up around 30 percent in September this year compared to last year. It's hard to tell if that's because of clearance deals on the excellent last-generation model, or from first-on-the-block buyers of the redesigned car. Either way, that increase is a big deal given that the Accord has been the perennial second-highest-selling car (behind the Toyota Camry) in the United States. (So far this year, the Accord is ahead.)

Comparing the Accord to the Camry, the Accord is an easy answer for an enthusiast to suggest when faced with the inevitable "What car should I buy?" question at parties. The Camry has been quieter and softer riding, but the Accord achieves the same level of practicality, has long been reliable, and as a plus, is more entertaining to drive.

So far, based on the two Accords that Consumer Reports bought to test, we don't see Honda deviating far from this very successful formula. As I frequently write in "Just In" blogs, this car is bigger than the one it replaces: it seems that most of the extra four inches in length went into rear seat room. At least the just over 100 pound weight increase (for our EX-L V6) is nominal, given the big jumps we've seen in other cars.

Another jump is in horsepower; the four-cylinder LX-P sedan we're testing has 177 hp, up 11 from the old four-cylinder. (The EX four-cylinder has 190 hp.) Our EX-L V6 sedan has moved up in displacement from a 3.0 to 3.5 liters, gained a deactivation system that shuts off two or three cylinders under light load, and added 24 horsepower. Honda stuck with a five-speed automatic; while many manufacturers are going to six-speeds, Honda so far has been able to eke out strong fuel economy and responsive performance with five forward gears. As Jim Travers wrote in his recent "Fuel for Thought" blog, Honda is claiming improved fuel economy despite more power.

First impressions are that the new Accords are impressive to drive. Stability control is standard on all trim levels--a welcome addition of this valuable safety technology. We'll have more on the Accords when we post our First Look.

--Tom Mutchler

Update: We have posted a First Look at the Honda Accord. We will see how it ranks among its peers in our February issue and in January at ConsumerReports.org.

Discuss Honda in the Consumer Reports Forums.

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

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

Just In: Saturn Vue XR

We recently bought a 2008 Saturn Vue XR (available to online subscribers) to add to the CR test fleet. The old Vue was one of those cars where if we followed the old saying "If you can't say something nice, don't say anything at all," then we'd have a mostly blank page. Sure, the Honda-sourced V6 was a great engine and there was lots of rear seat room, but there were simply too many negatives.

However, with this new model, it seems as if many of those negatives have been addressed:

• Like the Saturn Aura, the Vue has a great-looking dashboard (although we wish they had removed all of the protective plastic sheeting from the A-pillars on our car). Overall, it is a big improvement over the shabby interior of the previous version.
• First impressions are that steering feel is much improved from the old Vue's electric steering.
• The modern 3.6-liter V6, which works well in a lot of other GM products, is optional here, too.
• Standard stability control is a welcome and overdue feature.
• The slab-sided plastic-body-paneled exterior is gone, replaced with something much more stylish. However, there is now a sloping rear window that cuts into cargo volume.

Initial complaints so far are minor. The seats seem overly soft and short-cushioned, and we're surprised that there is no trip computer or telescoping steering wheel (especially considering the $27,970 sticker, which seems like a lot, given that our Vue lacks leather or a sunroof). And we'll see how this modern V6 and six-speed automatic manages for fuel economy vs. the Vue's hefty 4,000-pound curb weight.

To me, the Vue's new exterior looks a lot like various Hyundai and Kia SUVs. This isn't a big surprise, given this Vue's global origins. Although the enthusiast magazines have been harping on the Opel connection--this Vue is basically identical to the Opel Antara that will be sold in Europe--don't think that the Vue was designed by white-coated engineers toiling away in a laboratory/racetrack deep in the Black Forest. The Vue starts out with an updated version of GM's Theta platform, the one that's under the Chevrolet Equinox/Pontiac Torrent, with a lot of design and engineering work from Daewoo, GM's Korean subsidiary. And it's all bolted together in Mexico.

In the end, it doesn't matter if the Vue was designed in Detroit or Duesseldorf, but rather how well that design functions on the road. We'll let you know how it performs when we test our Vue up against another updated high-selling domestic SUV, the Ford Escape, later this year.

--Tom Mutchler

Just in: Scion xB

As my esteemed colleague Jim Travers blogged on last month, we've recently picked up our 2008 Scion xB (available to online subscribers) and have been racking up break-in miles. To put the new car into perspective, think of the thin, trim cheeky previous xB graduating from high school and gaining its "freshman 15" in college. The new xB has grown considerably in size and weight; it's now 12 inches longer and 650 pounds heavier than the last xB automatic we tested.

But unlike a student, who only has an expanding waistline to show for binging at the buffet, the xB gained some benefits from this growth. The new xB is a considerably more refined traveling companion, with less noise and a better ride. Plus, with 50 more horsepower, the xB is now much zippier, even with the automatic. New curtain air bags and standard stability control--which the old xB had as well--add up to a rather complete safety package at a starting price of $16,230.

At first glance, though, not everything has improved. Picture the old xB being squashed under a giant foot, a la Monty Python. It got wider and longer, and the windows all got shorter. The old xB used to be like driving in a greenhouse, with huge windows and thin pillars. This xB is a bit like a shrunken FJ Cruiser; it's depressingly dark inside with a compromised view.

Making things worse, we're still looking for the check box on the order form for "Rear third-quarter window delete" that we seemed to have checked off. There is a huge C-pillar, even though the interior wall trim is contoured to accommodate a window cutout. (Maybe that space is intended to allow customizers to install half-moon windows like they did in groovy 1970s custom vans.)

For now, staff opinions are split on the xB. Some could drive it everyday as cheap wheels, enjoying the small surprise-and-delight touches like lighted door sills and the funky green paint. Others aren't swayed, citing driving position and visibility shortcomings. We'll see how it all sorts out in our testing, with the final report scheduled for the October issue.

--Tom Mutchler

Just in: 2008 Ford Escape

The May issue Consumer Reports magazine featured a comparison test of small SUVs, including the redesigned (and impressive) Hyundai Santa Fe and Mitsubishi Outlander. However, more than one CR reader/subscriber wrote to us asking, "Where is the Ford Escape?" The Escape has been redesigned for the 2008 model year, and we recently bought one. That's why it wasn't included in the May test and didn't appear in the Ratings chart.

Our quite striking "Redfire clearcoat metallic" AWD XLT model just arrived and has been checked in. It's loaded with the 3.0-liter V6; Convenience Package; Sun and Satellite option; leather seats, and the top-level audio system. We consider the Escape a "small" SUV, and ours isn't priced too large: $26,525.

More importantly, Ford has finally added standard side-curtain air bags and stability control (except on the hybrid).

Still, we're a bit disappointed at what has stayed the same. For example, compared to the V6s in the Toyota RAV4 and 2008 Saturn Vue, the old Ford 3.0-liter unit seems behind the curve. And while the interior is restyled, it doesn't look a whole lot nicer than the previous version.

We'll have more to report on one of Ford's best-selling models soon.

--Mike Quincy

Just In: Saturn Outlook

Although there are hundreds of models in the marketplace, not every automotive niche is filled quite yet. As evidence, exhibit A: the Saturn Outlook. (The GMC Acadia is based off of the same platform, and the Buick Enclave will join the ranks later this year.)

What's so new? These SUVs are essentially full-sized "car-based" SUVs. While most full-sized SUVs are built on a frame, usually shared with a pickup truck, these new SUVs feature unibody construction. The all-new Outlook/Acadia platform actually isn't shared with any GM sedan, but "car-based" or "crossover" are more marketing-friendly terms than "unibody."

While midsized SUVs have been growing in scale, the Outlook/Acadia are among the first to rival the girth and breadth of large truck-based SUVs. The efficiently-packaged Mercedes-Benz GL450 is another large unibody SUV, and it tops our large SUV ratings, but you can buy two Outlooks for the price of the smaller Benz. Take a look at the dimensions between the new Outlook and truck-based Tahoe:

	Saturn Outlook	Chevrolet Tahoe
Length, in.	201	202
Width, in.	78	79
Wheelbase, in.	119	116
Weight, lb.	5,070	5,715

Unibody construction brings some big advantages. While still relatively heavy, the Outlook weighs much less than the Tahoe, which can improve fuel economy. Handling is more car-like, as well. The Outlook's independent rear suspension also frees up space for a useful third-row seat that easily fits adult-sized people. By contrast, the Tahoe's solid rear axle consumes space that would be available for third-row foot room or for a flat-folding third-row seat.

So, the Outlook gives a family three rows of usable seats--with some cargo space remaining--sedan-like dynamics, and optional all-wheel drive (AWD). Probably most important to many buyers, it looks like an SUV rather than like an even-more-commodious minivan. (The image of a minivan seems to be the kiss of death for some buyers.) All you give up over a Tahoe is some off-road capability and ultimate towing capacity. That said, the Outlook's 4,500-pound trailer weight limit is nothing to sneeze at.

Our first impressions? Overall, the Outlook is a pleasant, well-thought-out package. Transmission tuning could be better; it shifts in and out of sixth gear frequently to improve mileage. The rear window sill is very high, creating a huge blind zone behind the rear bumper (46' for a 5'1" driver), which isn't improved by folding the third-row seat. A back-up camera isn't yet available.

One more thing: if anyone from Saturn is reading this, you should upgrade your online dealer inventory information. Most other GM brands give you a detailed online window-sticker for each car in inventory. Saturn just lists each available car and the option package name. Never mind that the database listed no AWD Outlook XRs as available in CT when we bought ours off the lot. We equipped ours with the Premium Trim and Enhanced Convenience packages, a sunroof, and a few other options for a $36,799 total.

We have a full test of the Outlook vs. other family-hauling SUVs scheduled later this summer.

--Tom Mutchler

Just in: Ford F-150 and Dodge Ram 1500

With General Motor's redesigning its Chevrolet Silverado and GMC Sierra pickups, and Toyota launching an all-new Tundra, it goes without saying that Consumer Reports is gearing up for a good, old-fashioned truck showdown. How important are these mammoth vehicles to the automakers (and our readers)? Full-sized trucks account for 1.25 million sales every year, and a fair number of them are in our subscribers' driveways. We even receive enough survey data to give reliability predictions on heavy-duty models. Trucks generally represent the largest profit margins of any other vehicle type. And with the unveiling of the Tundra, the stakes are higher than ever.

The previous Tundra faced its full-size competitors with a distinct size disadvantage. Redesigned for 2008, the Tundra is larger and more powerful than before. Similarly, Chevrolet has stepped up its game with the redesigned Silverado, while Dodge and Ford both continue to update their models.

So, to welcome the newcomers, we also bought two other competing models: generously equipped Dodge Ram and Ford F-150 crew-cab, 4WD trucks.

Our Ram SLT is equipped with the ubiquitous 5.7-liter Hemi V8, good for 345 horsepower. We also opted for stability control--newly optional for 2007--as well as the "Thunder Road Value Group." The $500 package includes 20-inch wheels, Sirius satellite radio, and a 3.92:1 axle ratio, though no Bruce Springsteen CD, as the name may suggest. Bottom line for the Ram: $38,370.

The F-150 is an XLT model with the 300-hp, 5.4-liter V8. With a bunch of options added (including a power moon roof and premium audio package), the grand total came to $36,705.

We just purchased a new Silverado, and we'll buy a Tundra soon.

Cue music... With Toyota upping the ante, we'll see if the screen door slams on the domestic trucks. Will Roy Orbison be singing for the lonely F-150 buyer, because they aren't that young anymore? Will GM's sales numbers improve to the point where Detroit isn't praying in vain for a savior to rise from Woodward Avenue? Will Dodge trade in its horns on some wheels, and are they down to their one last chance to make it real? Will other automakers draw inspiration from classic American songs? Be sure that the car- (and truck) crazy folks here at Consumer Reports will hear these engines roaring on as we thunder down all the roads in and around our test track to see which of the pickups now stands as king of the hill.

--Mike Quincy

Just In: Infiniti G35x

We just bought a redesigned 2007 G35x luxury sports sedan for our test fleet. Over the last few years, we've received several forum inquiries from readers in inclement climes asking how the all-wheel-drive G35x performed. (We tested a rear-drive G35 back in 2003.) Given that the previous-generation, rear-wheel-drive G35 was something of a sled, traction-wise, in the winter, it isn't a big surprise that quite a few buyers consider the AWD model. Not surprisingly, with winter just around the corner, the vast majority of G35's for sale at dealers here in the Northeast appear to be AWD G35x models. 

First impressions?

• In what seems like an incredibly obvious and redundant statement, this 3.5-liter, 306-horsepower V6 sports sedan feels fast. Compare that impressive output to our Mercedes-Benz CLS500 (road tests are available to ConsumerReports.org subscribers only), whose 5.0-liter V8 yielded 302 horsepower. 
• We were impressed by the electronics in the Infiniti M35x we tested last year, but the G35's optional navigation system goes a step further. The G's nav and audio system can now be controlled from either the touch screen or the dashboard's multidirectional controller--a nice touch.
• Hard keys remain for quick access to all common audio and climate control functions. The voice-control feature works well, too. Even without reading the instructions, I was able to program in a navigation destination while driving home from the distant dealer (while stuck in slow-moving traffic in a rainstorm).
• For someone whose parents ordered new cars from the factory without cassette players, I found that the G35 has a staggering variety of audio media. Of course, you can play CDs - but the nifty Gracenote technology can display song and album titles. Beyond that, you could play MP3 files stored on a compact flash card. Or, you can record CDs onto the navigation system's hard drive and play them back later. Given all of these options, I guess it's not a big deal that the six-disc changer is located back in the on-the-small-side trunk instead of more conveniently fitted within the dash.

The G35 is definitely on the sporty side of our upcoming mid-level luxury sedan group, which will include the redesigned Lexus ES350, the freshened Saab 9-5 and updated Nissan Maxima.

--Tom Mutchler

Just in: 2007 Lexus RX350

We just took delivery of a 2007 Lexus RX350. While the last model had a refined and responsive 3.3-liter V6, we're intent on testing the new 270-hp, 3.5-liter V6--the standard powerplant for 2007.

Having purchased nearly 50 cars for CR's auto test program, I was pleasantly surprised at the attention to detail when I picked up the car. For example, my salesperson put a quarter, dime, and nickel (heads up, all facing the same way) in the coin holder. He also programmed my home address in the navigation system. And, unlike some cars I've picked up, the radio wasn't blaring at top volume, there was a full tank of gas, and the car was clean.

Being recklessly optimistic, I'm hoping that he does this for everyone. CR's car buying policy is that we don't tell the dealership the car will be a test model until the day of delivery; we don't want to get a 'ringer' from a car company.

However, even as close to perfect as this transaction was, the dealer still uses purchase orders with a $189 "Preferred Customer Program" and $159 "VIN Etch Security Option'' preprinted on the form--both of which I declined. And while some customers might not realize that these are not required, the savvy consumer will make sure they are crossed out and not included in the bottom-line price.

And while my overall buying experience was positive, we'll have to wait and see how this popular luxury SUV fares against other competing upscale models, including the redesigned Acura MDX and BMW X5. --Mike Quincy

Just In: Saturn Vue Green Line

We just picked up our Saturn Vue Green Line. This hybrid SUV is GM's first foray into the passenger vehicle hybrid market, save for a very limited number of pickups. This model is only going to be in its present form for just one model year; the Vue gets redesigned for 2008. We try not to test vehicles with such a short shelf life, but we wanted to test the Green Line because GM will be packaging this hybrid powertrain into a range of vehicles in the near future.

Buying the Vue Green Line was more of a hassle than is the norm for us. When we shopped for it, we couldn't find a Connecticut dealer that had one available, or had even received their first allocation. So we cast a wider net. We found one with demo miles, so we passed on that. Then we found two more that we could buy, but the dealer wouldn't sell us their only Green Line until they got another one in stock, translating into a wait of several weeks. Finally, we found one in Massachusetts that the dealer was willing to let go. Like other Saturns, the transaction was no-haggle. For now, Saturn is holding off on incentives on their new "rebirth" models: Sky, Aura, and Vue Green Line.

The Green Line is a mild hybrid; it can't propel itself on the battery and electric motor. Instead it uses the electric motor for a horsepower boost and to allow quick restarting when the engine shuts off when stopped. Impressively, the Green Line restarts extremely smoothly when you power away from a stop, unlike the slight vibration that accompanies the Honda Accord Hybrid in the same circumstance.

Part of the fun of owning a hybrid--for some, at least--is watching all of the various fuel-economy meters and power-flow diagrams that let you see if you're besting the mileage recorded on the last commute. Unfortunately, the Vue lacks a fuel-economy readout. Instead it has an "ECO" light that flashes when you're beating the Vue's EPA estimated fuel economy. Somehow this seems a bit nebulous and unfulfilling compared to a number that you can use to brag around the water cooler.

We'll be publishing the Green Line's test early next year along with a flotilla of other small SUVs.

--Tom Mutchler