Personal Picks: Midsized SUVs

Models such as the Ford Explorer, Honda Pilot, Jeep Grand Cherokee, Toyota Highlander have been popular for years. This group easily makes up the bulk of SUV sales, probably because you can choose get almost any combination of three-row seating, good off-road abilities, luxury-lined cabins, boat-pulling grunt, or hybrid technology. Really, there’s something for everyone.

A recent Consumer Reports test group included a diverse cross-section of SUVs: the Chevrolet Traverse, Kia Borrego, Infiniti FX35, and Lexus RX 350. While the Chevrolet and Kia lean toward the practical side (both have 3rd-row seats), the Lexus and Infiniti, respectively, treat drivers to luxurious cabins and relatively sporty handling.

But when the rubber meets the road, which ones would we buy? Take a look at the testers’ personal picks:

Rick Small: While the Lexus RX is nice overall, it’s very expensive. I would save some money and buy the very similar Toyota Venza. The Infiniti FX is very quick and sporty, but it is a bit cramped for my tall frame and not as roomy or versatile as many in this group. The Borrego is priced right but rides stiffly, and it is not as economical as most in this category. The Traverse is the best of the GM offerings -- it does most things well and is roomy and not bulky to drive. However, reliability is still an open question. Overall, I still prefer the Nissan Murano. It has a good combination of comfort, performance, and fuel economy. The Honda Pilot is also a roomy, reliable choice but not if you are looking for a sporty ride. I look forward to testing the new Chevrolet Equinox, which looks promising with its choice of four-cylinder or V6 engines. Plus, it’s not as big as the Traverse, so it should handle better and be more economical.

Gabe Shenhar: Among these types of SUVs, I’m leaning toward the luxury end. I’ve always been drawn to the BMW X5. I think it looks great and it drives beautifully. It very much possesses the steering precision and body control you’d associate with a BMW. And, if you get the diesel, 22 mpg is pretty sweet for a vehicle this size. But it also costs a pile of money. No matter how you slice it, you’re hovering around $60K. That’s why my sensible side leads me to the Acura MDX. It’s smooth and refined, and it drives in a responsive, relatively connected way without beating you up. In terms of value for the money, I think it’s unbeatable. Everyone in my circle of friends and family to whom I’ve recommended the MDX couldn’t be happier.

And yet, both the X5 and MDX have become such an overly popular suburban soccer-mom mobile that I find myself balking at the idea. And both are kind of large for my personal taste. That’s exactly why I could see myself getting the new Audi Q5. It’s just the right size, so you don’t feel like you’re driving a truck. It has enough room, provided you are giving up the third row. It has a beautiful interior that’s tasteful, luxurious, and quiet. Most importantly, the Q5 is entertaining to drive with a sporty demeanor, good steering and a nice powertrain. As an extra bonus it also looks great. CRO subscribers can read about it on the Audi Q5 model overview page.  Or you’ll find it in the September issue of CR.

Mike Quincy: I so wanted to like the new Toyota Venza. It just seemed like the right size, and the styling really caught my eye. And when I drove it into New York for the city’s auto show, I got lots of questions from the parking attendants. They were mostly dazzled by the Venza’s slick lines and 20-inch wheels. But driving the Toyota made me feel like I had, well, influ-venza. The ride was harsh and noisy, I couldn’t see out of it, the steering felt dead, and the whole package needs to visit Jenny Craig. Instead, for a small-family-sized SUV with some pizzazz, I’d go with the Mazda CX-9. The Mazda’s handling is quite engaging, and the powertrain is surprisingly responsive. Three-row seating helps when my young boys want to each bring a friend to the movies, and the cargo area easily holds my bike. I wish the CX-9’s fuel economy was better (only 16 mpg overall), but, for me, it strikes the right balance between the nice-but-dull Highlander and the sporty but expensive and smaller FX35.

Pricing: 2010 GMC Terrain SUV

With the demise of the Pontiac Torrent, the GMC Terrain picks up the baton. The all-new GMC Terrain crossover will start at $24,995 for the front-wheel-drive model and $26,745 for all-wheel-drive, including $745 destination charge. The related, redesigned Chevrolet Equinox is priced from $23,185. Positioned slightly upmarket, the well-equipped GMC will begin a couple thousand or more than direct competitors such as Honda CR-V, Subaru Forester, and Toyota RAV4.

The Terrain and Equinox share a platform that was developed in Korea for the Saturn Vue and has evolved since. Our first impressions of the Equinox indicate that its ride and handling are sound, the four-cylinder engine is reasonably refined, and the roomy interior’s quality is a major upgrade over the previous Equinox.

The base SLE1 model comes with a new 2.4-liter four-cylinder engine that produces 182 horsepower. Paired with a six-speed automatic, the direct-injection engine delivers an EPA-estimated 22 mpg city, 32 mpg highway fuel economy rating for the Terrain FWD. The AWD version is rated at 20 mpg city, 29 mpg highway. However, to achieve those numbers, the powertrain has to be in an “eco” mode, and drivers would have to do the same to see similar results.

A 3.0-liter V6 with 264 horsepower will be offered, rated for 17 mpg city, 25 mpg highway in FWD configuration. GM expects the AWD version to produce a similar 17 mpg city, 24 mpg highway.

Standard features include rearview camera, a six-speaker AM/FM/XM/CD stereo with USB connectivity, six airbags, stability control, and OnStar. The top SLT2 line features the V6 engine with leather seating, power liftgate, and moonroof. Optional features include an integrated navigation system and rear-seat DVD system.

The five-passenger Terrain will reach dealerships in September.

--Liza Barth

Driving with more than two kids

Fitting car seats can be a puzzle made more challenging with the need to transport multiple children. I have two children in car seats (one rear-facing and the other forward-facing) and recently had my 9-year-old niece with us for the weekend. We only have a small car and small SUV, so she had to squeeze between the car seats. We first tried the SUV (Toyota RAV4), but couldn’t access the center seat belt, because it was wedged under the forward facing convertible seat and wouldn’t move so that she could access it. We ended up using our Toyota Corolla. It was still a tight squeeze (luckily my niece is slender), but all kids were able to safely buckle up

When I was a child, back during simpler times, we would all pile in the car or station wagon. Car seats weren’t available, so it was easier to carpool and drive together. It made for lots of fun in the back seat. Obviously, the invention of child car seats has greatly improved child safety and reduced child crash deaths, but it also meant a change in the driving culture. If you want to drive more than your brood, you may need to install an additional child safety seat--if you have room in your current car. Progress has meant we lost the ability to car pool other kids, and thereby save gas and help our friends.

We were lucky that my niece doesn’t need to use a car seat, but if we had to fit another child in a car seat, we would most likely have a problem. The move from two to three kids in regards to transportation is difficult. Many people I know who have three children buy a minivan, but others decide they don’t want the stigma of a minivan and choose a 3-row SUV instead. However, they end up sacrificing fuel economy for image.

The good news is you may not necessarily have to “upsize” to transport more children. With the right car seats, you can potentially fit three across in some vehicles, but it requires buying narrow car seats. We recently posted our updated convertible car seat Ratings (available to online subscribers) where we list our recommendations for car seats that offer the best potential for fitting more than two children in the back seat. Armed with this information, you may be able to transport the family and friends without super-sizing your vehicle, saving money that could be used for college.

See our new car selector to compare vehicle fuel economy, plus check out our Ratings and buying advice on infant, convertible, and booster car seats.

—Liza Barth

2009 Infiniti FX35: Lessons from a car that drives itself

Cars that can drive themselves are a technology of the future, right?

After driving the latest Infiniti FX35, I can answer the question with a definitive, sort of.

Our FX35 is equipped with forward warning, intelligent cruise control, lane-departure warning, lane-departure prevention, and an “around view monitor” to aid parking maneuvers. Unlike similar systems we’ve tried before, the forward-collision warning and lane departure systems can help keep the car on track, push back on the throttle, and even apply the brakes, in addition to sounding alarms inside the cabin. In stop-and-go traffic, the distance-control alert system can even bring the car to a full stop.

Using these systems, the FX35 can brake and accelerate on its own, and it can even provide small steering inputs using the brakes. I tried to leave the systems turned on as much as possible to experience their capabilities and limitations.

Mostly, it all works as advertised. But driving is about a lot more than stepping on the gas and brake, or even turning the steering wheel.

For example, the FX35 won’t stop for stop signs when no one else is around. Neither do many of my fellow drivers, I realize, but it’s still the law.

While the distance control alert can stop the FX35 behind another car in traffic, it doesn’t stay stopped for long. After about a second, it releases the brakes and creeps ahead – then applies the brakes again when it “sees” the car in front still hasn’t moved. If you don’t want to hit it eventually, you’ll still have to hold the brakes.

Before the FX applies the brakes, the distance-control alert system pushes back on the gas pedal to try to get the driver to back off when approaching another car too closely. For better or worse, that means much of the time the driver is fighting extra throttle resistance in suburban cut-and-thrust driving. Worse, when the car in front of you suddenly moves out of the lane or goes around a curve, it can create a disconcerting momentary acceleration as the resistance in the gas pedal is suddenly diminished.

Using the intelligent cruise control allows the car to accelerate to a pre-set speed (by using the cruise-control’s Resume feature). The cruise allows you to set the following distance for between two seconds and three seconds behind the car in front of you. Until I timed it, I found it troubling that I always wanted to use the closest setting. But the system builds in a healthy safety margin.

Infiniti’s lane-departure warning system works in conjunction with the side- and forward-view cameras. It does a good job identifying when the FX35 drifts from its lane. (If you use the turn signals it won’t beep when you mean to change lanes.) Adding lane-departure prevention allows the system to apply the brakes on one side of the vehicle individually to try to pull the vehicle back into its lane. But at highway speeds, the system intervenes too late, and too feebly to really keep you from leaving your lane, much less negotiate a curve. (Other systems, on the Lexus GS and LS can also control the steering, but provide only slight inputs when moving forward, still not enough to negotiate curves.)

Not surprisingly, all these systems seem to be fighting the driver for control at times, mostly to try to get the driver to slow down, not follow so close, or stay in the lane, which might have the potential of keeping more cars on the road. But for most attentive drivers it’s often tempting  to just turn these devices  off. Human drivers are much more coordinated and smoother—so long as they are paying attention.

In reverse, our FX35 displays the car’s surroundings on a split-view screen on the center of the dashboard. (It works going forward at very slow speeds as well.) At first this seemed handy for knowing how close you are to other parked cars, for example. But I soon found I’m not much more coordinated at backing up an actual car by video than I am at driving video games. It was hard to follow a straight line without looking over your shoulder. As soon as you try turning to look, though, you realize it’s a good thing the FX35 has the around view monitor; it’s nearly impossible to see the car’s surroundings through the narrow window slits and around the big rear pillars. The surround video does provide an extra measure of safety, especially if children may be around.

In the end, it’s fun to try the technology of the future. But even with all these systems, you still have to drive the car.

See the complete Infiniti FX35 ratings and road test, available to online subscribers.

—Eric Evarts

Minivans, mom-mobiles, and the best choices for family haulers

Minivans became popular in the mid-1980s, replacing station wagons with clever packaging. But over time, they became stigmatized and derided as “mommy-mobiles.” Minivans can seat up to eight people and have versatile interiors, making them helpful for busy parents having to cart around cargo, kids and their friends, and sometimes both at the same time. They are the right transport for many families, and with continued concern for fuel economy and a cultural trend to more multi-generation families cohabitating (often out of economic necessity), minivan appeal may increase. Mommy mobile? You betcha.

Minivans have evolved since the Dodge Caravan defined the segment, but still remaining true to the original mission and basic one-box design. Over time, a shift toward SUVs caused the segment to shrink and uncompetitive models from Ford and GM got discontinued. More families decided to choose three-row SUVs instead as their primary family hauler, since it offered the same amount of seating, go-anywhere pretensions, keeping up with the Joneses notion, and a tougher image.

Minivans have become ever more refined with clever packaging, abundant safety systems, available AWD, improved reliability, and road-trip-ready entertainment systems. The Honda Odyssey and Toyota Sienna are leaders in the dwindling class with excellent cargo space, a usable and comfortable third row, and both have better gas mileage than most three-row SUVs (19 mpg overall for the FWD versions of the Odyssey and Sienna).

In addition, minivans have been statistically safer. A recent study published in the Journal for Injury Prevention reported that SUVs are more dangerous than minivans. The study looked at crash data from 2000-2006 and found that children seated in minivans had a significantly lower risk of fatal and non-fatal injuries than those in an SUV. The rate was 35 percent less likely that a child would suffer an injury in a minivan and a 24 percent greater chance of fatality in an SUV than a minivan. Real factors that could influence these results include difference between driver psychographics/behavior and the increased risk for SUVs to rollover in crashes.

Interestingly, both Odyssey and Sienna both sell better than their three-row counterparts the Honda Pilot and Toyota Highlander. However, across brands, there are more choices for SUVs than minivans.

Bottom line:
When researching your next vehicle, focus on the attributes you seek, rather than the car type. By doing so, you might find some surprising choices. For large families seeking a safe, roomy model with a comfortable ride, versatile interior, and respectable fuel economy, the right answer may be a minivan. In general, we’ve found minivans to be a good alternative to large SUVs. They’re less expensive, get better mileage, generally ride and handle better, and provide easier access to the third-row seat. Smaller families may see similar appeal with the Kia Rondo and Mazda5, two Consumer Reports recommended models that are somewhat hidden treasures.

What ever model you seek, the interactive New Car Selector can help you quickly sort and filter models down to the attributes that matter most to you.

—Liza Barth 

Minivans became popular in the mid-1980s, replacing station wagons with clever packaging. But over time, they became stigmatized and derided as “mommy-mobiles.” Minivans can seat up to eight people and have versatile interiors, making them helpful for busy parents having to cart around cargo, kids and their friends, and sometimes both at the same time. They are the right transport for many families, and with continued concern for fuel economy and a cultural trend to more multi-generation families cohabitating (often out of economic necessity), minivan appeal may increase. Mommy mobile? You betcha.

Minivans have evolved since the Dodge Caravan defined the segment, but still remaining true to the original mission and basic one-box design. Over time, a shift toward SUVs caused the segment to shrink and uncompetitive models from Ford and GM got discontinued. More families decided to choose three-row SUVs instead as their primary family hauler, since it offered the same amount of seating, go-anywhere pretensions, keeping up with the Joneses notion, and a tougher image.

Minivans have become ever more refined with clever packaging, abundant safety systems, available AWD, improved reliability, and road-trip-ready entertainment systems. The Honda Odyssey and Toyota Sienna are leaders in the dwindling class with excellent cargo space, a usable and comfortable third row, and both have better gas mileage than most three-row SUVs (19 mpg overall for the FWD versions of the Odyssey and Sienna).

In addition, minivans have been statistically safer. A recent study published in the Journal for Injury Prevention reported that SUVs are more dangerous than minivans. The study looked at crash data from 2000-2006 and found that children seated in minivans had a significantly lower risk of fatal and non-fatal injuries than those in an SUV. The rate was 35 percent less likely that a child would suffer an injury in a minivan and a 24 percent greater chance of fatality in an SUV than a minivan. Real factors that could influence these results include difference between driver psychographics/behavior and the increased risk for SUVs to rollover in crashes.

Interestingly, both Odyssey and Sienna both sell better than their three-row counterparts the Honda Pilot and Toyota Highlander. However, across brands, there are more choices for SUVs than minivans.

Bottom line:
When researching your next vehicle, focus on the attributes you seek, rather than the car type. By doing so, you might find some surprising choices. For large families seeking a safe, roomy model with a comfortable ride, versatile interior, and respectable fuel economy, the right answer may be a minivan. In general, we’ve found minivans to be a good alternative to large SUVs. They’re less expensive, get better mileage, generally ride and handle better, and provide easier access to the third-row seat. Smaller families may see similar appeal with the Kia Rondo and Mazda5, two Consumer Reports recommended models that are somewhat hidden treasures.

What ever model you seek, the interactive New Car Selector can help you quickly sort and filter models down to the attributes that matter most to you.

—Liza Barth 

GM to sell Saturn to Penske Automotive Group

General Motors announced a proposed deal for Penske Automotive Group to buy Saturn, just two days after announcing an intended buyer for its Hummer brand.

Penske is one of the largest dealer networks in the country. In a joint news conference Penske chairman Roger Penske and Saturn general manager Jill Lajdziak said the sale will save more than 350 Saturn dealerships and 13,000 related jobs.

Under the agreement, Saturn stores will continue to sell the Aura sedan, Vue SUV and three-row Outlook SUV through at least 2011. Beyond that, trade publication AutoWeek has reported that Penske plans a deal to sell cars built by Renault-Samsung motors of Korea. In the press conference today, however, Penske said he hopes to continue building Saturns in the United States.

The deal is expected to be completed by the third quarter of 2009. Once completed, it should resolve issues of where Saturn owners can get warranty service for their cars.

Penske Automotive Group operates 310 retail automotive franchises, representing 40 different brands and 25 collision repair centers. In addition, it is the exclusive distributor of the Smart ForTwo in the United States and Puerto Rico.

No word on whether future Saturns may show up in Penske’s NASCAR racing operation.

Read "What does the GM bankruptcy mean to you?" To get more answers to the most common questions and concerns about GM’s bankruptcy, visit our Auto Crisis hub.

—Eric Evarts

Chinese truckmaker set to buy Hummer

You may already be familiar with what will likely be the first Chinese car on sale in the U.S., a Hummer.

Sichuan Tengzhong Heavy Industrial Machinery Company (Tengzhong) is in advanced talks with GM to purchase Hummer. Tengzhong is expected to enter into a long-term contract assembly and supply agreement with GM, pending government approvals on both sides, in the third quarter this year.

The New York Times cites industry analysts who estimate the purchase would be for less than $500 million. Established in 2005, privately owned Tengzhong manufactures construction and specialty trucks in China. It has expanded through acquisitions, and the Hummer brand would give it access to the U.S. and a consumer product for sale worldwide.

The deal promises to preserve more than 3,000 jobs, as the intention is for Hummer to continue to be run from America. GM expects a commitment to keep the Shreveport, La., plant building H3s and H3Ts through 2010, with the possibility to extend. Production in South Africa would be consolidated to the Shreveport plant.

As part of its downsizing and restructuring, General Motors decided to sell off the iconic brand of civilian SUVs modeled after the U.S. military HMMWVs built by AM General. The first “Humvee” was built in 1985, and made famous with its televised role in Operation Desert Storm, where 20,000 examples served. The first civilian H1 was first produced in 1992.

—Eric Evarts and Jeff Bartlett

Pricing: 2010 Cadillac SRX

Cadillac announced pricing on the new SRX crossover, which will go on sale this summer.

The base front-wheel-drive model will start at $34,155 with a 265-hp, 3.0-liter V6 engine. The SRX is a midsized, car-based SUV, with optional all-wheel-drive and an optional turbocharged, 2.8-liter V6 engine. A six-speed automatic transmission will be standard. This five-seat SUV boasts available technologies such as a pop-up navigation screen with three-dimensional display, adaptive lighting, dual-screen rear entertainment system, and power liftgate with adjustable height settings. Bluetooth connectivity is standard, as is OnStar with turn-by-turn navigation.

Standard safety features include front, side, and curtain air bags, rollover sensors, and stability control.

In addition to the SRX, Cadillac has announced that its new CTS wagon will go on sale about two months after the new SRX.

The new SRX marks a big change, as it moves from the rear-wheel-drive CTS platform to a new front-wheel drive architecture. From what we've seen from car shows and a brief drive of a prototype, the new SRX looks like a strong competitor. The interior is much improved, just like the stunning Cadillac CTS cabin. This time around, there is no third-row seat. but the outgoing SRX wasn't that efficiently packaged, anyway.

—Eric Evarts

From the logbook: Mercury Mariner Hybrid

Even amid the bad news from Detroit, Ford seems to be on a roll. Its Fusion line is garnering much praise these days, the company has avoided any talk of bankruptcy, and its products have done very well in CR’s reliability surveys.

We’ve recently written about the possibility of the price of fuel rising, which might prompt some new-car buyers to seek out more fuel-efficient transportation.

Our Mercury Mariner Hybrid (twin to the Ford Escape Hybrid) gets the best fuel economy of any SUV we’ve tested (26 mpg overall). It also has lots of interior room, easy access, and good visibility. But our fully loaded Mariner  cost us $36,000; it was the only configuration we could find in dealers late last year. It included a moon roof, as well as a navigation system (part of the Premium Package that also gets you heated leather seats, premium sound, etc.). Bypass the Premium option, saving you $3,595, and you can get into one for a more reasonable $33,000.

What’s it like to live with day-to-day, bearing in mind that we are critics? And is the high price worth all its “greenness?” Take a peak at comments from our tester’s logbook:

“Adequate power – can go up to 40 mph on electric power alone on a flat road.”
 
“Engine is loud when accelerating hard but much more civilized than before.”
 
“Ride is rough.”
 
“Navigation system has nice features and the voice-recognition works well.”
 
“Touch screen’s letters and numbers are too small to enter addresses and select options.”
 
“Flat [front] seat isn’t very comfortable…manual recline and telescope steering wheel is absurd at $36,000.”
 
“Rear passengers complained that the seats were uncomfortable after a few hours.”
 
“Cheap interior.”
 
“Rear hatch takes more than one slam to close.”
 
“Clever drivetrain looking for a more modern vehicle.”

So while some question the Hybrid’s value, all agree that the technology is successful. We look forward to measuring the fuel economy of our next Ford hybrid – the Fusion, which many of us like much better.

Read our full Mercury Mariner Hybrid road test, ratings, and other information on the model overview, available to online subscribers.

—Mike Quincy

From the Logbook: Audi Q5

The growing segment of small luxury SUVs has suffered a bit from Goldilocks syndrome--nothing has been “just right.” Here’s the scorecard so far:

The BMW X3? Stiff ride, even after a mid-life update.

Land Rover LR2? Odd controls, less than luxurious interior, and lousy reliability.

Infiniti EX35? Fast, but tight inside.

Acura RDX? Stiff ride, road noise, and an unrefined powertrain.

Further complicating the value equation: more mundane small SUVs like the Volkswagen Tiguan and high-level versions of the Subaru Forester and Toyota RAV4 are very well-rounded and cost thousands of dollars less than the zootier nameplates.

Enter the Audi Q5. Fashionably late to the party (or this market segment), the Q5 is based on Audi’s A4 sedan. Our typically equipped Q5 cost $42,800 including the Premium Plus package, a lot of money considering we didn’t get navigation. But putting the high price aside, how does the Q5 do at balancing utility, luxury, and sport? Let’s check the logbook:

“Ride is firm at low speeds but has good isolation and is steady.”

“Very quiet!”

“Nothing like an Audi to make a VW look like a bargain! The Tiguan is very expensive compared to a Forester Turbo but cheap compared to this.”

“Same old (Audi) control gripes.”

“You can buy a new Acura MDX for this price.”

“Huge sunroof that stretches from front to rear is nice on a sunny but cold day.”

“Dislike controls – still too many steps to get to what is wanted.”

“Nice engine; I like this V6 more than our A4’s 2.0T.”

“Handling is quite agile.”

“Seats comfortable, but push forward into shoulder blades.”

“What a nice SUV–blows away X3 and RDX.”

“I just wonder how many of the target buyers can swing the note on this right now…”

“Nice size gives practicality and enough room without being trucky and balky.” “Awkward radio controls are frustrating to deal with.”

“No rear view camera in a $43K SUV is disappointing.” (It’s packaged into the $3,000 navigation system option that our Q5 lacks.)

“Pleasant to drive, plenty of power, and smooth.”

So the Q5 is enjoyable to drive and a handy size, but the controls are a pain and you have to pay a steep price to play.

–Tom Mutchler