2009 Nissan 370Z Review - Z be nimble, Z be quick…

Pros:

• Stiff, sports-car suspension
  
• Blazing acceleration
• Seriously comfortable seats
• Excellent handling ability
• Simple, clean interior (not a lot of bells and whistles)

Cons:

• Stiff, sports-car suspension (seemed to have been tuned for the track, because it barely budged)
• Blind spots that you could miss a bus in
• Not much more room inside for anything but an extra passenger , a purse and a briefcase in the back

Ruling: Z can spin doughnuts around a candlestick! Heck, who needs a candlestick, let’s DRIVE!!!!

Introduction:
The Nissan 370Z is all new for 2009. Almost every piece and component of the 370Z has been re-designed by Nissan. I read a review stating: “this is the fastest production Z ever built.” Amen to that. The car (especially the rear) is definitely chopped over the older versions, has wider-flared fenders, a shorter wheelbase, a lot less room inside than the earlier versions from the 90’s, but it now has sportier lines and is one sharp car! Most of all, it is a blast to drive (it knocks the socks off of the 4th generation version that I owned)!!! I haven’t driven a Z (or even ridden in one) since I had my 1993 300ZX, and this new version did not disappoint.

Fuel Economy:

Advertised: 18 in the city, and 26 highway (22 combined)

Actual: 22.3 mpg, and I drove this car HARD (hard for me, that is…). When I was behaving myself and driving along long expanses of freeway, the mileage was inching up to 23+ mpg.

Driving Impressions:
This car was simply amazing. Impressive acceleration. Seriously tight turning radius (oh, I miss that!!!). Feels like you could do a 360-degree turn in a single lane of a 2-lane road. Serious sports-car ride (you could feel every thump in the road), but let’s be real - this ain’t no luxury car… I thought the mileage was really decent (considering how I was driving) given the horsepower. With a V6 engine, 332 horsepower - I still got mileage in the low 20’s. Respectable.

Build:
Not a squeak, rattle or anything else to indicate poor construction. The hood was heavy and closed solidly (the engine is pretty compact, leading me to believe it would be hard to work on yourself). The rear hatch also closed solidly, although the first few times with it, I was rather timid and it didn’t fully latch. Once I figured out that I wasn’t going to break it, it latched every time. The doors were solid, without feeling overly heavy. All of the interior storage doors (glove box, center console) were constructed solidly. Interior and exterior door handles were easy to grasp, well-placed and well-built.

I really appreciate the fact that this trim line was simple. No power seats. No sun roof. No navigation system. To me, all of that stuff breaks and ends up costing more money. I think the car is put together extremely well, with just the simple necessities for pure driving bliss - nothing more.

Interior Comfort and Ergonomics:

The good:
Where do I start?

The instrument panel is simple, and customizable. I set the information display to monitor my mileage, which helped me to keep me in check. Easy to see, easy to read, and simple, yet effective.

I really like the push-button ignition controls and proximity keys. Nice to not have to insert a key into the ignition, unless you really want to.

Having not sat in the passenger’s seat, I can’t say much about it. But I can definitively say that I was able to adjust the driver’s seat, comfortably, in about 45 seconds. Even being *that* low to the ground, and with the über-stiff suspension, I was really quite comfortable. The seats had just the right amount of padding and just the right support, in all the right places. At least for me. I never felt in danger of sliding out of the seat when driving aggressively. Unfortunately, not having long enough legs, I never noticed the knee pad on the center console (for “sporty driving”) till I read about it. Even then, my legs were just a bit too short to use it effectively.

Other stuff: the one-touch auto up and auto down windows work very well. The cruise control was easy to understand and easy to set. LOVE the speed-sensitive automatic door locks. There’s a nice little package shelf behind the passenger seat. Perfect for my purse, and then I didn’t have to worry about knocking it over and spilling the contents if I’d left it on the floor. Definitely not a lot of fancy features, but the ones that are included are well thought-out and very handy to have.

Everything in the interior area of the vehicle blended and matched perfectly. The black interior color was nicely offset with the silver metallic trim.

The bad:
The only really bad thing, and it does not apply to me: If you are tall, 6′3″ or above: you won’t be able to ride in, or drive this car. It’s really intended for those under 6 feet. The seats will only slide so far back, and then it’s all about how flexible you are, and how long you’re comfortable being folded up in your seat!

The ugly:
The blind spots. If you look up “blind spot” in the dictionary, there should be a picture of the view out of this car. Backing up was scary. I nearly backed into 3 full-sized cars (not to mention pedestrians) in the grocery store parking lot. And it wasn’t for not looking! I simply could not see them! Trying to look over your left shoulder is useless. The rear “windows” are sort of a joke. I think the exterior rear-view mirror areas are actually larger. What it forces you to do (and I’m sure some people are better at this than others), is to keep track of and remember where every single vehicle is located in your proximity at all times. Once I started keeping track, it was a non-issue. But I had to be on high-alert 100% of the time.

Performance:
I’m really fortunate that I didn’t get a ticket. It was nearly impossible not to go 70+ mph, and I saw 85 mph more times than I’m willing to admit. EGAD. The 332 HP, 3.7 Liter DOHC V6 engine, with Variable Valve Event and Lift (VVEL) really makes the 370Z get up and move. Downshifting quickly decelerates the car or sets you up for a nice acceleration around traffic, an obstacle, whatever might be in your path. The car was effortless to shift and the clutch was not too tight, not too loose - just right. Even when the engine was spun up, the engine didn’t feel or sound like it was whining too loudly.

I feel that this is one car which will appeal to the person wanting a true sports car, but who doesn’t want to pay $50+k for it. My favorite passenger, who used to drive a Porsche (and whom races street motorcycles), was suitably impressed with its acceleration and torque. I was beside myself, either giggling or with an ear-to-ear grin every single time I used the go-pedal.

Handling:
Accelerating onto the freeway? Bring it on! Passing a road boulder? Bring it on! Going uphill, driving a curvy road, fitting into a tight parking spot, a Sunday drive up the coast, running to the grocery store, dropping some kid who’s trying to challenge you at a light, check, check, check, check, check and check. The ability to dodge a piece of lumber which suddenly appeared in your path on the freeway? Priceless. The nimble handing and fast response of the Z will not let you down in any of the situations above, or most any others that you could throw at it (notwithstanding outrunning the police. I make no warranties here…).

The tight turning radius, lowness to the ground, horsepower, curb weight, etc. all contribute to the fantastic handling ability of this car.

Styling:
In a word: sexy (HOT also comes to mind…).

Nissan has really outdone themselves with the styling of this new generation of the Z. The exterior head and tail lights have a stylish (and hot) silver chrome trim, the Z emblem side-markers are a nice touch, the rear has a round and slightly up-curve to the hatch-back. The rear shocktower strut bar is a nice matte silver to match the rest of the trim on the interior. The wheels are really sharp. Every exterior and interior piece of this car just blends together seamlessly, and it looks like it should fit exactly where it is.

The Z looks like it’s screaming down the road, even when it’s standing still. It makes your heart race just walking up to it, as it’s so beautiful to look at, and at least for me - I simply couldn’t believe that I had the opportunity to drive one for a few days.

Value:
For around $30k, you get a real, 2-seater sports car. You don’t get a lot of bells and whistles however, as the Z is devoid of a lot of the features of the fancy luxury cars, or the luxury sport vehcile out there. But, it’s a true sports car, in every sense of the word. Basic. Fast. Fun to drive. Gorgeous to look at. Makes your heart race. Navigates a twisty road with ease. Snappy acceleration. Affordable. Which of those words don’t fit the typical sports car? In my opinion, it’s ALL of these things combined that makes the Z a really good value.

As for safety, the 370Z has Nissan’s Advanced Airbag System (AABS) with dual-stage supplemental front airbags, seat-mounted side impact airbags for both the driver and passenger, roof-mounted side-impact air curtains, active head restraints, seatbelts with pretensioners and load limiters for both passengers, Anti-Lock Braking System (ABS), Electronic Brake Force Distribution (EBD), Brake Assist, Vehicle Dynamic Control (VDC), Tire Pressure Monitoring System (TPMS), Energy Absorbing Steering Column, Front and Rear Crumple Zones, and Traction Control System (TCS).

Additionally, the Nissan Vehicle Immobilizer, and Vehicle Security System (VSS) are effective theft-deterrents.

Having been in an accident in a 300ZX, I can say that the Z was probably not truly designed for impact. The car was not seriously damaged when I was hit, but I was (probably through my own fault of not having my headrest at a reasonable height). However, Nissan does seem to go out of its way to make the new Z as safe as possible for the consumer. Given the safety record of the rest of the Nissan fleet (and a boatload of safety improvements since the early 90’s), I do have to say that I felt safe the entire time I was driving this car.

Who should buy it?

• Ideally, the person who would want to buy this car has grown or no children (teenagers WILL want to borrow the car - think Ferris Bueller or Risky Business - you have been warned…).
• If it’s your primary car, you don’t have a large family, lots of dogs, love to drive to the mountains in the snow, or haul around a lot of sporting equipment.
• IF any of the above is you: you can afford a 2nd car or you want a car solely for its driving pleasure, then this is your car! I’ve said a zillion times that if I could ever afford a 2nd car (and I could learn some self-restraint behind the wheel), I’d get another Z in a heartbeat.

Conclusion:
If you want a true sports car without breaking the bank, one that even gets good mileage, then this is your car!

2009 Ford Edge Sport AWD Review – 22” chrome rims on a crossover? You bet!

Pros:

• High-output V6 engine
• Well-balanced suspension
• Solid build quality
• User-friendly SYNC system
• Head-turning 22” wheels

Cons:

• Hefty 4,300 pound curb weight hampers handling, acceleration, and fuel efficiency
• Huge wheels = lots of unsprung weight and road noise
• Transmission lacks manual shift option
• Edgy exterior styling

Introduction

The mid-size SUV has finally come of age. More rugged than a minivan, more practical than a sedan, and without the fuel-efficiency penalty of a traditional truck-based SUV, the modern crossover appeals to a wide range of consumers looking for that do-all vehicle. Having sold millions of Explorers and Expeditions to the masses, Ford knows a thing or two about SUVs. Anticipating the switch to car-based crossovers, Ford introduced the Edge in 2007 and garnered generally positive reviews and solid sales figures. For 2009, Ford has decided to spice things up with a Sport model that features more aggressive styling cues and whopping 22” wheels.

Driving Impressions

Walk up to the Edge Sport for the first time and you just can’t take your eyes off of the huge chrome wheels and wide Pirelli Scorpion Zero tires. Although visually striking, all that unsprung weight must certainly take its toll on the driving experience, and it does, although not to the extent that you might think. The Edge Sport feels quite big on the road and the steering is less than nimble, but kudos to the Ford engineers for tuning the suspension just right. Despite the low-profile tires, the ride is quite smooth, yet also firm enough to keep the car firmly planted on the road.

Our test model featured all-wheel drive, but we could hardly say that we noticed, mainly due to sunny weather conditions and no excursions off the pavement. Only when accelerating hard through a turn did the lack of slip make us appreciate this added feature, although the huge tires hardly require assistance in the grip department. The Edge Sport handles fairly well and won’t embarrass itself on a twisty road, but the car is simply too tall and heavy to really hustle through the turns. Similarly, although braking is adequate, simulating an emergency stop was less than confidence inspiring, and the pedal feel could be improved.

Powering the Edge is a capable 3.5 L V6 that produces 265 hp and 250 lb-ft torque. This engine provides more than adequate acceleration, but a hefty curb weight of 4,300 lbs, the power-robbing AWD, and the huge wheels prevent the Edge from really rocketing forward. Fuel economy is also sub-par; we averaged a mere 18 mpg over several hundred miles of mixed driving. Shifting duties are handled by a 6 speed automatic transmission, which also adequately does its job. Unfortunately, Ford forgot to throw in a manual shift feature, an odd omission for a car that proudly displays its Sport badges. Driving in the mountains is quite frustrating as a result, with the Edge constantly hunting for the right gear and shifting at the wrong moment.

Build

Ford has done a commendable job of improving the build quality of its cars over the past few years and the Edge is no exception. Materials and workmanship are first-rate, and the car feels very solidly bolted together. Road noise is quite high, especially over rough surfaces, but this is mostly due to the gargantuan rolling stock. The Edge comes with all the usual safety features, including the aforementioned AWD, stability control, anti-lock brakes, and a full complement of front and side airbags.

Interior/Exterior

Our Edge Sport would have made Johnny Cash smile. The interior is bathed in black plastic surfaces and the seats are upholstered in black leather, which combined with the black exterior paint make for quite the unifying look. Unfortunately for us, the weather turned very warm during our test period making for a sweltering experience that the AC could barely temper. Those living in the Southwest should definitely pick a different color.

Unlike some other overachieving mid-size SUVs, the Edge only has room for five passengers. Although some might frown on the lack of extra seating, we would rather have two roomy rows of seats than three rows that have been crammed in and are cramped as a result. The Edge features a handy electro-mechanical rear seat back release button located near the rear hatch door, which quickly turns the rear into a spacious cargo area large enough for a bicycle or two, or that monthly Costco run.

Other standard interior features include a 6-way power driver’s seat, leather wrapped steering wheel with audio controls, and Ford’s acclaimed Sync system. Our tester also featured an optional touch-screen navigation system and audiophile sound system, both of which worked impressively well. Missing were automatic climate controls. Instead, Ford opted for three simple dials to adjust the fan and temperature settings, which seem out of place in this otherwise upscale car.

Although we applaud Ford for giving the Edge Sport unmistakable visual appeal, the combination of huge wheels, jet black paint, and more aggressive lower body styling has turned this generally mild-mannered crossover into something out of an action movie. You can easily imagine gun-toting agents in dark suits jumping out of the doors. Drive the Edge Sport around town and you will surely garner attention, whether you like it or not.

Verdict

With the Edge Sport, Ford has created an interesting niche vehicle. The bold visual style will certainly appeal to youngsters with an urban sensibility, but on the whole the car falls a bit short and lacks a cohesive identity. An MSRP of almost $40,000 doesn’t help things, since that amount of coin will buy a lightly optioned luxury crossover or a fully-loaded regular one. The Edge Sport has some noticeable omissions at this price-point, including the lack of manual shifting and absence of automatic climate controls. For car-buyers who need the practicality of a mid-size crossover and desire the visual statement provided by a set of blingtastic chrome dubs, the Edge Sport will surely not disappoint. For the rest of us, we’ll just keep staring at those enormous wheels.

2009 Dodge Charger SRT8 Review - Fast and the Furious… American Style

Pros

• HEMI power and acceleration
• Navigation system accuracy and ease of use
• Autostick® 5-speed transmission that matches perfectly with the engine

Cons

• Thirst for gasoline
• “Am I speaking English?” voice command system
• Uncomfortable front seats

As one of most powerful cars I’ve ever tested, I was eager to see what an American car could do compared to the high-ticket, high-powered imports I’ve driven. Not nearly as refined as the hi-po imports, the fun-factor of the SRT8 kept me grinning while accelerating effortlessly mile after mile.

Driving Impressions

My tester was a Deep Water Blue Pearl Coat SRT8 RWD with the HEMI 6.1 liter V-8 (425hp/420 lb-ft torque) paired with a 5-speed AutoStick® automatic transmission. Loaded with SRT Option II and III groups, it included such things as a killer sound system (322-watts and 13 speakers) with in-trunk Kicker sub (200-watts), multimedia navigation with GPS, iPod interface, uconnect phone, and security system. A Video Entertainment System with Sirius Backseat TV service was also on the options list. Brembo brakes provide the stopping power and a free-flow cat-back dual exhaust system provide the bark for the engine’s bite. The rear has a color-matched spoiler and SRT8 chrome badge on the trunk lid below the Charger name. In addition to the high-oerfomance suspension and 4-wheel performance brakes, it had the special 20″x9.0″ SRT rims wrapped in 245 and 255/45ZR20 Eagle F1 rubber.

For a perfomance car, driving couldn’t have been easier. You can press the remote starter on the key fob to warm up the car, get in and drive off. Regardless of the hard acceleration or braking, the Charger came back for more and never winced. Forward visibility is excellent, but side and rear is a bit hampered due to the sheer size of the car. Still, driving around town and in traffic is quite easy. Going to work one morning, I floored it to merge with faster traffic, accelerating as if I was on a Yamaha R1 motorcycle. *GRIN* I did find myself driving faster than normal because 1) I could and 2) because of the car’s insulation: it feels like you’re driving slower. Kudos to Dodge. The 5-speed Autostick transmission is well designed and matched to the engine. The shifts are smooth no matter how hard I accelerated. The C-pillars are thick, and at night, I had to rely on the sideview mirror to see what was to my right.

Build

The interior is a virtual sea of plastic, save for the leather seats and leather trim around the door-mounted window controls. The bright red-stitching on the sides of the leather seats add a touch of flair to the interior as does the “SRT” monogram on the seatbacks. The seat stitching is uniform and tight. Passengers benefit from the suede inserts which helps keep your rear planted during spirited driving; Dodge’s suede is the poor man’s Alcantara. Doors close solidly, and switches are positive and tactile for feedback. The engine bay is surprisingly open and proudly displays the “HEMI 6.1L” label on both plastic rocker covers; all fluids are easy to check and clearly labeled. Surprisingly, I found a large piece of rusting steel wool under the intake runners. I’m not sure if this was left over from manufacturing (I hope not) or if someone was trying to clean the intake runner at some point. Very strange! Construction and materials are first rate, and driving over the speed bumps at my office failed to rattle any part of the car.

Interior Comfort and Ergonomics

The first thing I adjust when I get into a car is the driver’s seat. The Charger’s power front seats never quite felt “right” no matter what I did. I suspected it was in the angle of the seat cushion or possibly the thickness; ironically, I grew accustomed to them over the test drive. In front of the seat controls is a small rocker switch that moves the pedals fore and aft depending on leg length. The steering column tilts and telescopes.

Surprising for a muscle-car, the Charger’s HVAC system included both heated seats and dual-zone climate controls. The temperature controls for each zone were easily set with simple knobs, and the seats heat rapidly with a simple push on the toggles.

On a scale of 10, the touch screen rates a 7 as it took me a bit of trial-and-error to figure out how to access some of the controls. For example, as received, the volume for the navigation was a bit low. I searched for the setting in a menu I thought it would be under, but didn’t find it. After consulting the owner’s manual, I was able to adjust the nav volume so I could actually hear the instructions. On the flip side, the navigation provided one of the most accurate and functional instructions of any GPS system I’ve used (whether in-dash or portable). Some provide too much information or they are not very accurate (in specifying you have arrived), but like Goldilocks, I found the system to be “just right”. It was easy to find the location of our favorite coffee shop using the POI’s. Using it for other features such as the cd/radio/satellite/other controls was straightforward. I tried using the voice commands to control some of the features, but never got it to work on my own (without aid from the owner’s manual).

My niece and nephew found the satellite TV useful in the back seat as I “chauffeured” them around from Jamba Juice and other stores so they could watch their Disney programs on the wireless headsets. Channel selection was limited, but it was sufficient to keep them occupied.

Performance

I think I regressed a few years driving this car as I often found myself grinning and flooring the gas pedal whenever the road opened. Acceleration is strong and effortless, even though the 425-hp is pushing over 2 tons of weight. Step on the gas and the Charger accelerates linearly with no flat spots. I drove it to our favorite coffee shop in Capitola and the engine thrived in the uphill sweepers of Hwy 17. The Brembo brakes work exceptionally well. While “testing” out the handling of the car on Hwy 17 at speed, an older Honda Accord decided to maliciously cut in front of me in the fast lane. A slight tap on my brakes arrested my speed and prevented me from hitting the Honda. Under less cardiac stress and off public streets, our brake tests showed that the Brembos halted the Charger faster than a fly caught in a spider’s web. Using maximum brake force at high speed did not upset the dynamics of the Charger, nor did the brakes lock up.

Handling

The handling of the SRT8 is definitely tuned to high speed driving. Around town, the power steering feels over-boosted and the car lacks transitional response to inputs. The ambiguity is due, probably, to a combination of suspension/frame rigidity/frame mounting - all created a seemingly disconnected feel from the road. However, at speed the car seems to hunker down and inputs to steering seem just right. It’s a night and day difference. Personally, I would trade a bit of the high-speed feel for more at lower speeds since that’s where I spend most of my driving time. Around town, the “soft” suspension did a great job at absorbing bumps and road irregularities. The Charger is even suitable for long trips due to its comfortable ride, but its poor gas mileage isn’t very friendly to the wallet. At high or low speeds, the car remains flat around turns. The Eagle F1’s performed incredibly as the car would not step out no matter what I did.

Styling

The front of the Charger is dominated by the cross-hair grill that is large enough to suck in anything in its path. Simple SRT badging within the grill identify this as not your ordinary Charger. The aggressive stance of the car immediately catches your eye along with the bright red Brembo’s staring out from behind the 5-spoke rims. The functional hood scoop leads a modest hood bump, but from above, it looks like the open mouth of a whale shark. There’s no mistaking that this is a large vehicle, but the low roofline makes it look smaller from the side. The Deep Blue color belies its “deep” name as its not a dark blue, but rather an attractive royal blue.

Value

The trunk doesn’t hold much. The Kicker sub envelopes the left wall of the trunk, and with a vacuum cleaner, a large canvas bag, and soft brief case, little room remained. Luckily, if you have longer items, the 60/40 split rear seats fold forward for added usability. I averaged about 14 mpg during my test drive and had to stop at gas stations several times. The sticker price that came with the tester was $44.2k. I priced the vehicle online during my test drive and the price was about $36k with dealer incentives. Now, with the state of the American car industry, the sticker price may be even less with larger incentives.

Conclusion

For the mid-$30’s, you can own a neo-classic American muscle car devoid of the required adjustments and vehicle/engine knowledge needed to support the originals. You can use the Charger for your daily commute to work, whip the SRT8 hard at the drag strip for Wednesday night timeslips, or leisurely cruise with your friends to the wine country for a weekend of wine tasting. Whichever you choose, this car is a great bargain. And if you’ve always wanted an American muscle car, you can’t go wrong with the Charger. With its spacious interior and seating, it easily holds four adults. The body is beautifully sculpted (though large), and its lowered stance precludes the aggressive nature of the SRT8. Open the windows and rev the engine. The sound of the exhaust note will be music to your ears!

2009 Nissan Maxima 3.5 SV Review - the 4DSC returns

Pros

• Power
• Lots of amenities and luxury features
• Roominess
• Weird styling

Cons

• Weak MPG
• Complex navigation system
• Light steering
• Weird styling

Introduction

I was curious to see how the new seventh generation Maxima drove compared to my ’05 G35, since they pretty much have the same engine but the Maxima has FWD. When Derek asked me if I wanted to test one I jumped on it. The timing was perfect, I had planned a weekend trip to Monterey for my friend’s wedding and the winding Highway 17 that flows through the Santa Cruz Mountains called out to me.

Driving Impressions

The test period with the ‘09 Maxima included typical week day commuter traffic and a weekend driving out to the Monterey coast, so I had a chance to test drive it with my regular commute to the office and with a weekend get-away setting.

Two trims are available for the new 2009 Maxima — the S and SV. The Manufacturer’s Suggested Retail Prices (MSRP) for the Maxima 3.5 S and Maxima 3.5 SV are $30,160 and of $32,860 respectively. Both models are equipped with an advanced 3.5-liter V6 and Xtronic CVT transmission. It features all-new sports styling, a driver-oriented interior and an enhanced 290-horsepower 3.5-liter DOHC V6 engine – offering 35 more horsepower than the previous generation Maxima and fuel economy (EPA estimates) of 19 mpg City/26 mpg Highway.

The test car was a 3.5 SV with the Sport Package, the Sport Technology Package, plus the interface system for iPod. This means the car had pretty much all the bells and whistles that Nissan can throw at their flagship sedan, a.k.a. the Four Door Sports Car. There’s the hard drive navigation system with voice recognition with a 7” touch screen with Bluetooth® cellphone connection, a 9.3 GB hard drive for music, 6-CD in-dash changer, XM® Satellite Radio, interface system for iPod, AV input jacks, etc. — basically a wet dream for a techie auto enthusiast.

The Sport Package has 19 inch alloys instead of the standard 18s, sports a spoiler round the back, comes with paddle shifters and a sports-tuned suspension. The base level Maxima 3.5 S is no joke either – it comes with 18” aluminum alloy wheels, power sliding moonroof, the Intelligent Key with push button ignition, traction control and dual zone climate control. So basically my test car looked exactly like what Nissan calls it, a 4 Door Sports Car.

Driving the Maxima to work and back on my short 30-minute commute from Palo Alto to San Jose was fairly enjoyable. Plenty of power to get on the freeway and make my way to the fast lane. The wife complained a bit about the harsh suspension, which is part of the Sports package, but it was fine with me. The car has an abnormally high hood, which made me feel like a kid sitting in an adult car. I averaged 20-21 MPG in the Maxima, which for a CVT car, is not great. Other than that, the car was a great commuter.

Taking the car to the wedding in Monterey was a pleasurable experience. The car handled relatively well on the curves of Highway 17 from San Jose to Santa Cruz, the Sports Package did its job well. Steering feels really light on this car, though, I found myself correcting from oversteering at times. On the long, straight sections of Highway 1, the light steering also meant I had to keep both hands on the wheel almost the entire time.

Build

The Maxima was very rock solid in terms of build quality. The doors shut with a very solid “thud”, like that on a Bimmer. The panels fit really well, I didn’t notice any inconsistent gaps. I know this is a relatively new car with a little more than 10,000 miles, but there were zero squeaks and nary a rattle in this car, both on the freeway and on the winding road to Pacific Grove. I liked the details in the headlamps and the LEDs in the taillights, they looked high tech and expensive. The door handles look nice and felt good. The button for wireless entry is well integrated into the handle and looks very much a part of it. The steering wheel felt thick and sturdy and the car seats were extremely snug. The quality of the interior was Infiniti-level and looked and felt expensive. If you took the Nissan logo off the steering wheel, you would think it’s an Infiniti.

Interior Comfort and Ergonomics

First, the good. The instrument panel was pretty straight forward and functional. I like the white backlighting at night, and the dials have white lines that work well during the day. I dig the starter button, it’s amazing how quickly you get used to it. Nissan provides a place to insert the keyless fob just to the left of the steering column if you don’t have a convenient pocket. I have the same keyless fob in my G35 and when I wear shorts and sometimes the fob falls out and gets into the crack between the center console and seat. That’s right, major pain in the you-know-what. The stereo controls were fairly easy to learn and use. The controls for temperature and air were good and easy to use. The seats were extremely snug and comfortable. The driver’s seat kept me in place on turns and I was really surprised at how sturdy it felt. There’s also plenty of head room and rear leg room for tall people. The paddle shifts were pretty good, felt solid enough when I used them to pass up those trucks on the 17.

Now the not so good. Oh where do I start? There are too many buttons on the steering wheel! The volume controls are hard to find and feel without looking down. The controls on the old G35 steering wheel were better designed. GM also has good steering wheel controls on the backside, they work well when driving. I kept hitting the left lever for volume and it keeps changing the navi options on screen. I also fail to understand the rationale behind the ugly Compact Flash jack on the center console. Who the heck uses Compact Flash any more? If anything, put in a SD slot, they’re much more common and take up hardly any space at all.

Finally, the ugly. The Maxima has the iPod connect option with a cable in the armrest and supposedly iPod controls through the stereo and touch screen. I tried hooking up my iPhone but the stereo could not read the songs on it. Then I connected my wife’s iPod Touch since a lot of accessories don’t work with iPhones. However, the Maxima could not read the songs on the iPod Touch either! This was most disappointing on our drive down to Monterey for the weekend. We listened to “80s 0n 8″ channel in Sirius all weekend. All weekend. The worst part about the Maxima’s features and usability was the navigation system. It took me 10 minutes to pair my phone with the system, this may be due to an issue with Bluetooth on the iPhone, however, but the screen just froze. The worst part is the navigation itself. The screens were confusing and the menus and options were as easy to decipher and rationalize as my wife, hahaha. Seriously, we got a little lost in Monterey one night because the system kept routing us in circles, so there’s some accuracy concerns. To be fair, it was very cloudy and rainy that weekend, so that may have caused some navigation issues, perhaps.

Performance

Back to the good. Acceleration is fantastic in this Maxima. You feel the 261 lb-ft of torque propel the car quickly off the line and the transmission is very smooth. The 290 horses are also great at passing cars on the freeway. You can knock the gear shift left from Drive to the manual slot when you’re driving and it automatically downshifts for you, which is awesome as you’re passing up that unsuspecting 3-Series doing 70 on the 280 freeway. Then you start using the paddle shifts and the car really responds right away. You can definitely tell that the car is front wheel drive, though, when you try to accelerate on a turn. Especially in the rain. You’d also know that this car has a LOT of power. The Maxima is a big car and pretty hefty at 3,579 lbs., but the 3.5 V6 had no problems pulling this car around. You certainly do not get the sense that the engine is struggling at all, there’s always this feeling that there’s an overflowing power source as you step on the gas. Braking was good and the car stayed very straight. I was able to stop behind the line every single time the red light sneaked up on me on Central Expressway. As I mentioned, the car is not light and the brakes were perfectly proficient.

Handling

The suspension is tight on this sport Package-equipped Maxima, you definitely feel the bumps in the road but it also handles well on curves. The Maxima negotiated turns and curves on Highway 17 pretty well despite the light steering feel. The suspension was stiff and handled curves at high speeds very well. There’s very little body roll and I felt very comfortable at swerving quickly in traffic (not that I pulled any dangerous maneuvers in the test car). The biggest issue I have is with the steering feel. It feels very light and has too much give. This is fine at slow speeds or in the parking lot (I love the rear back-up camera by the way) but at highway speeds it becomes a little twitchy. I had to keep both hands on the wheel at all times. It almost felt like driving a Pontiac Grand Prix, which is extremely horrible at steering feel.

Styling

OK, this latest generation of Maxima is not without controversy in the styling department, but it is miles ahead when compared to the previous two generations. This one is a leap forward just like the third generation Maxima that broke from the pack back in 1989, the first 4DSC. The rectangular grille is very distinctive and I like how it protrudes from the rest of the car. The car looks very striking from the front. The swoosh headlights are weird. They’re just plain weird. I thought they were weird when I saw the 370Z at the L.A. Auto Show, and I think they look weird on the Maxima. I also like the front wheel flare outs. These are matched by the prominent flare outs above the rear wheels, which give the Maxima a very wide stance and add visual interest to the side of the car. I like the chiseled edges all around this car, they break up the otherwise flat expanses on many surfaces of the new Maxima.

The profile looks very sleek, much like the new Altima and the G35. The proportions are a little off, however. I’m guessing it’s because it’s front wheel drive and Nissan designers did this to add more interior room, but the front wheels are way too close to the windshield and way too far from the front corners of the car. This gives the car profile the same proportions that you might find on any GM vehicle from the 1990s. The proportions on the G35/37 sedans are much better, with the long elegant hood and the front wheels pushed to the corners.

The designers also ran a little wild with the chrome around the rear door, a little overkill in my opinion. The taillights look good, the designers actually used a 3D software this time around. Maximas have struggled with good tail light designs for quite a few generations now. But where’s the corresponding swoosh to the one in the headlights like on the 370Z?

Value

Overall the Maxima delivered more than what I expected. The performance was stunning and the handling confident. Plenty of interior space for the driver and passengers. The seats were extremely comfortable and snug. The build quality was fantastic, on par with luxury brands. In many ways it IS a four door sports car. I could do without the rear spoiler, though. Its many amenities like integrated navigation, voice recognition, Bluetooth phone connectivity, back-up camera and steering wheel-mounted controls all make the Maxima on par with the best luxury cars out there. I found myself using the navi system all the time, even when I was heading home. I know my way home, but liked the reassurance, I suppose. I did not use the voice recognition functions as much as I would have liked, because it requires that I either import the phonebook from my phone or programming things. I did not bother with that since I my time with the Maxima was limited. Interior quality has vastly improved and in many ways rival that of the best from Europe. Styling is bold and different, and definitely a good step forward for the Maxima line. The MSRP for the 3.5 SV with the Sport Tech and Sport Package was $37,380, however, which overlaps with that of the Infiniti G35/37. This begs the question as to how much the Nissan badge is worth.

Who should buy it?

Since you can buy an Infiniti G35/37 for pretty much the same money, why would anyone go with the Maxima? The G has more power even though it’s the same engine, and more brand cachet. I think there are two types of people. The first type is people looking for a bigger car and more interior space. My head hits the ceiling in my G35, but there’s at least 2 inches of space between my head and the Maxima ceiling. The Maxima is also a lot wider than the G, and the rear legroom is actually usable on the Maxima. The other type of buyers who should consider the Maxima is not concerned with brand or the perception it rubs off on the driver. The Nissan badge tells people that you don’t care for such trivial things and that you’re perfectly happy driving a regular people’s car that’s front wheel drive. You should not buy the Maxima if you want a true, rear-wheel drive sports sedan. The Maxima will feel too big for you and you won’t be happy with the steering.

Conclusion

So in summary, the Maxima is a very good and solid sedan. It is plenty powerful, handles relatively well, and has lots of room and a plethora of high tech amenities. Styling is controversial but at least you won’t lose it in the parking lot, and people will stare for good and bad. The navigation system was too complex even for me, and I’m usually pretty good at figuring this kind of stuff out, I never read owner’s manuals. I would not buy the Maxima although I am biased since I own a G35. I’m one of those people who do care about the brand and what it represents, plus I care about RWD and the styling, which is far superior on the Infiniti.

2009 Chevrolet Cobalt SS Review

Pros

• Zero lag turbocharged engine that goes
• Well balanced chassis that pushes front wheel drive handling to the limit
• “No lift” shift algorithm
• Incognito appearance

Cons

• Cheap plastic interior panels
• Sub par craftsmanship
• Incognito appearance

I regularly get issued a Cobalt when I go the airport rental counter. To set things straight, this is something that I usually am not very happy about. When I learned that the SS version was available I had to give it a try. Afterall, this car was tuned by GM on the Nürburgring in Germany and set the compact class record of 8:22.85. I’ve had the opportunity to drive several competitors in this class which include the European Ford Focus RS and VW GTI R32 during my days as an engineer at Ford. I can tell you first hand that those cars are no slouches by any means.

Driving Impressions

You won’t appreciate this car by simply looking at it. Driving it slowly around the parking lot drive will reinforce the notion that there’s nothing special going on. It’s only when you start pushing the car when you’ll notice that this is not an ordinary Cobalt. The surprising thing about the Cobalt SS is that it’s very civilized, but it steps up to the challenge when asked and does so without a sweat. The Cobalt SS is clearly targeted at for those who would like to take on the import tuner crowd while remaining fairly anonymous.

The Cobalt SS that I evaluated was a coupe, Chevy also offers the SS package with the sedan version. This is not one of those lame all show, no go sport appearance packages. It is very clear where Chevy spent time developing the SS package. The hard work has already been done with this one–high perfomance Brembo brakes, 18″ forged aluminum wheels, and upgraded suspension. Power starts off with a 2.0 liter 4 cylinder engine with direct injection and continuously variable valve timing. Chevy then adds a twin scroll turbocharger and air to air intercooler that manages to build up to 20 PSI of boost. The result is more power and gobs of torque without a hint of turbo lag. How much you may ask? 260 HP and 260 lb.-ft. of torque, while achieving 22 MPG in the city and 30 MPG on the highway. I managed to get a combined total of 24 MPG with a 5 speed manual transmission, which is pretty good considering it consisted of some very aggressive driving. For those who prefer automatics, the SS package is offered with a 4 speed automatic, but most people who are interested in this car will opt for the manual. The only notable interior additions that the SS package gets you are the performance seats with the embroidered SS logo and the AutoMeter boost gauge that’s integrated to the A-pillar which are welcome touches to an otherwise bland Cobalt interior.

Build

The Cobalt suffers the most from hard plastic interior panels. Choice of interior materials is what consumers will solidify in their minds as either a cheap car or nice car. The Cobalt uses extensive amounts of the shiny hard plastic on instrument panel, center console, and door panels. It’s obviously a cost cutting move that the General made since the SS shares these pieces with the standard Cobalt, but criticism still remains… it looks and feels cheap. The overall fit and finish was good, but the fit of a few of the interior trim pieces could have been slightly better. On the outside, the margins and panel fits are far from perfect, especially where the bumper fascias meet up with the sheet metal, which earns a couple more bad marks against an otherwise decent looking coupe. The car was free from squeaks and rattles, but certainly lacks the solid feel that you get from the VW Rabbit, Ford Focus, and Saturn Astra, all of which were engineered in Germany.

Interior Comfort and Ergonomics

The Cobalt suffers the most from its utilitarian interior styling and hard plastic interior panels. The choice of interior material is what consumers will define as either a cheap car or nice car. Functionally, it has a good deal of amenities for a car in this class. However, it’s clear that Chevy could only do so much to improve the interior for the SS. Overall seating position is very good and there is a wide range of adjustments to fit different sized drivers. Visibility is also good especially since the B-pillar is so far back. You’ll have no problems when you’re looking over your shoulders.

This car is very easy to drive…I’ve driven a gamut of factory high performance cars with upgraded clutches and I have to say that clutch effort is surprisingly easy and linear considering that it has been beefed up to handle the torque that flows through the 5 speed gearbox. The performance people at GM certainly did an excellent job here to make it very street friendly, while giving the driver no-nonsense performance when asked to. The 5 speed cable shifted gearbox provides fairly clean shifts, although quick downshifts from 4th to 3rd requires a bit of precision from the driver to avoid going into in 5th.

The SS features upgraded seats with a mesh type fabric and suede like inserts that work well with the extra side bolsters to keep you firmly in place. The foam is denser and more consistent with high performance racing seats provide support and comfort. I wish more manufacturers made seats which were like this.

The interior cabin noise levels are very good, the SS does well with wind noise and engine noise at all speeds. The side benefit of a turbocharger is that it acts like a second muffler. The turbocharged Ecotec engine in the Cobalt SS is very civilized; there is none of the thrashiness that plagues even the best 4 cylinder engines that hail from Japan. The Cobalt SS lays down power without the ruckus that one would otherwise expect and reinforces its civilized manners.

Performance

Straight line acceleration is a hoot, torque steer is reasonable. 0-60 takes a scant 5.4 seconds. That will take down a lot of car with twice as many cylinders. The car I test drove had the optional $495 limited slip differential which is well worth the cost in my opinion. Chevy has the no-lift shift feature, which allows you to keep your foot firmly planted on the gas while you hit the clutch and shift. This is only designed to work under full acceleration when the engine is near or at the red line but before you hit the rev limiter. Do it right and you’ll hear a nice pop from the exhaust. Try this on a normal car and you’ll see your engine quickly race to the red line and bounce off the rev limiter. The beauty of this turbo setup is the low end torque. This means less downshifts when you need to accelerate on the highway since the engine is capable of putting down power in the lower RPMs. With this little 2.0 liter, you won’t lack any passing power.

Stopping power is equally impressive, not that surprising with the 4 piston Brembo calipers upfront and single piston GM brakes in the rear. While I did not have the opportunity to drive this car on a track, I’m fairly certain that this hardware setup will provide fade free braking power. Pedal effort is progressive but not too firm. The brake booster is tuned for linear feel and travel as opposed to an aggressive bite that one might expected from a performance package.

Handling

The Cobalt has an electronic power sterring rack, which typically gives an unconnected feel to the front wheels especially at low speeds. While it certainly makes the car easy to steer, I’ve never driven a car with electronic power steering and walked away with smile. After driving the Cobalt SS, I am forced to qualify that statement. The steering does feels unconnected and a bit sloppy at low speeds, but as soon as you get above parking lot speeds, the steering feel comes alive. In aggressive maneuvers at low speeds, the car goes exactly in the direction that you point it in. In the twisty Santa Cruz mountains, the Cobalt SS truly showed how well tuned it is in tackling tight turns with minimal understeer and exceptional balance. The car feels very composed at the limits with no surprises.

At freeway speeds, emergency maneuvers are positively confidence inspiring. The suspension does a fantastic job of limiting roll at all speeds and keeping the backend inline with the front. It’s quite amazing what can be done with a lowly torsion beam rear suspension setup. Best of all, ride comfort is not sacrificed. The car tracks well with responsive on center feel on the highway. The suspension is firm and sporty without being overly harsh. The standard Stabilitrak vehicle control system is calibrated with two settings to allow you push the car to its limit without stepping in too soon. The Continental SportContact2 40 series low profile tires provide the necessary grip to lay down the power in all directions without sacrificing ride quality.

Styling

When you look at the car, they first thing you notice is that is unmistakably bland, after all it is a Chevy Cobalt. The car is not un-attractive, it’s just plain. The high perfomance sport compact coupe formula dictates that you start with a plain Jane compact economy car, spice up the engine and other chassis hardware, throw in a spoiler and ground effects and voila. The Cobalt SS follows that formula perfectly erring on the conservative side.

The Cobalt SS package gets you new front bumper fascia with integrated fog lamps, in the rear, you’ll notice the polished exhaust pipe and the big spoiler that is really the only thing that would tip off casual observers that this is no ordinary Cobalt. Keen observers will note the low profile tires and 5 spoke forged aluminum rims and black Brembo brakes hiding underneath. There is adequate front end ground clearance so you won’t have to worry too much about damaging the front spoiler lip on parking lot curbs and speed bumps.

The doors are long and heavy, which makes getting in and out of this car in tight spaces without hitting the car next to you a challenge. Finer detents to hold the door open at certain angles would certainly help. The longer door really only helps rear seat passengers and I suspect that most people who opt for a coupe these days rarely have rear passengers.

Truck space is pretty good and the rear seats fold down to allow longer objects to be accommodated. The Pioneer subwoofer takes up a little bit of space on the driver’s side of the trunk. The lift over is a bit high considering where the floor of the trunk is, which helps make the size of the trunk opening feel a bit on the small side.

Value

There are plenty of high perfomance sport compacts cars in today’s market. The Cobalt will do everything that’s expected from a compact car. The SS package throws in some serious hardware that allows it to perform with the best in its class and match the performance of cars which are more expensive and powerful. Its peers offer better build quality and materials, but that comes at a price. The question you have to ask is how important are those factors to you and whether you have other uses for that money.

With Chevy’s entry into this race, it’s difficult not to recognize the Cobalt SS as a value leader. The Mazdaspeed 3 slightly edges the SS with more power, but other head to head tests show that the Cobalt SS is quicker. The standard 7 speaker Pioneer audio system with CD player, XM® Satellite Radio, integrated Bluetooth® handset pairing, and OnStar round out entertainment and communications equipment. As far as safety features, the Cobalt SS offers dual frontal airbags, side curtain airbags, ABS, stability control, and tire pressure monitoring as standard equipment.

The SS is a no nonsense performance package that offers a great bang for the buck. The other sport compact cars in this class can match the SS in performance, but not value. A similarly equipped Subaru WRX or Mitsubishi Ralliart will cost $5,000 more. Note that there are also likely to be some good manufacturer incentives or financing which only increases the spread.

Who should buy it?

The person who buys this class of car is someone wants to have some serious upgraded hardware on a car that handles well and can handle everyday tasks without breaking the bank. This car is ready to hit an autocross circuit right out of the showroom and take down some names. The Cobalt SS will also excel as a fuel efficient daily driver even if your right foot is heavy. You will have the peace of mind that all this running gear has met GM’s durability requirements and is backed by the 5 year/100,000 mile factory warranty. Chevy has already amassed a following of people who are tuning these Ecotec engines for some serious horsepower, so aftermarket support will continue to grow. You’ll also have a fatter wallet with the money that you could save versus other competitive offerings.

Conclusion

Buy this car if you’re looking for the best bang for your buck under $25,000 which gives you a very civilized driving experience running around town as well as an exceptional autocrosser. This is one of the best performing compact cars, the performance numbers speak for themselves and you won’t be draining your wallet every time you fill up. You won’t get noticed in this car at all, so if you need that attention you’ll have to go elsewhere. The upside is that it has a built in stealth mode–after all it is a Cobalt. Why should people who have a smaller budget not have the opportunity to enjoy chasing down unsuspecting BMWs and Boxsters all day long?