Interior FeaturesThe Toyota 4Runner cabin is a good place to be in rugged terrain or nasty weather. For starters, it’s roomy and comfortable, and it’s highly functional. The quality of materials and they way they fit together is good, and loaded models are quite luxurious. Overall, the cabin looks traditional SUV.The cloth upholstery that comes standard is nice. And the cloth seats in the SR5 and Sport Edition are comfortable, with side bolsters to keep the driver in place when cornering or driving off road. All seats offer adjustable headrests and the driver’s seat adjusts eight ways, manually on the SR5 V6 and powered on all others. The driver and front passenger sit up high, as one expects in an SUV, yet flatter to the floor, as in some low cars like a Ford Mustang. The driver’s legs stretch out, rather than down, toward the pedals. It’s a feeling we’ve noticed in some Jeeps, going back quite some years, and is a result of the high floor, low roofline design for off-road use.A two-tone dashboard houses the instruments. Gauges illuminate in orange, set in three deep binnacles that prevent the front-seat passenger from reading them, and aiding legibility for the driver in bright sunlight. The fuel gauge uses an inclinometer for accurate readouts when the 4Runner is tilted in the rough.Automatic climate control is standard on all models, while the Limited comes with his-and-hers dual-zone temperature controls. The fan, airflow and temperature controls, are big and easy to locate; they are long on style and a little awkward at first, but become easy to use with familiarity.The stereo buttons are easy operate. The auto-down button for the power windows is illuminated, but the central lock button is not and can be difficult and awkward to find in the dark, leaving impatient, would-be passengers tapping on your window as you fumble around for the switch, an annoyance. A display located just above the climate controls reveals time, ambient temperature, and trip data. A 115-volt AC power outlet is available, a real bonus in the backcountry.An unusual feature is a pair of small convex mirrors at the rear corners of the interior, designed to help the driver see approaching vehicles when backing out of a parking space. The mirrors work on the same principal as those big convex mirrors mounted at the corners of large parking garages. In the 4Runner, they help the driver detect motion in a busy parking lot. Using them effectively, however, takes some practice, as it’s hard to distinguish details. We’re guessing most owners don’t use them and may not even know they’re there.The rearview video camera works incredibly well and we highly recommend this option. Hidden in the rear bumper, it projects its image onto the seven-inch navigation screen on the center dash whenever the 4Runner is in reverse. The pictures are sharp, even in complete darkness (with the backup lights on), and cover the area directly behind and a couple of feet on either side of the vehicle. The extreme fish-eye view of the lens makes distances difficult to judge, but skilled drivers quickly learn how to use it to their advantage. When parallel parking the camera allows the driver to back up to within an inch of the car behind. The camera adds safety by giving the driver an opportunity to see what’s immediately behind the 4Runner, whether it’s a short metal pole or a child on a tricycle or someone pushing a grocery cart.The navigation system is among the best, intuitive and relatively easy to use. It features a touch-screen monitor, voice guidance and Bluetooth capability. Map data for the contiguous United States and major cities in Canada is stored on one DVD. The integrated Bluetooth feature provides a hands-free communication system using a cellular phone. The system is integrated into an eight-speaker JBL AM/FM/CD stereo, which is automatically muted when a call is received. The stereo speakers then act as the phone receiver and transmitter.The Urban Runner package includes a new audio system with an integrated, yet portable, Tom Tom personal navigation device. Tom Tom offers real-time traffic and weather updates as part of a paid subscription. An optional Tom Tom power kit and mounting device makes it easy to transfer the unit to other vehicles.The ultimate stereo system is a 360-watt JBL Synthesis setup with 10 speakers and controls integrated into the steering wheel. It is standard on the Limited and available on other models. Standard on SR5 and Sport models is a six-speaker AM/FM/CD stereo with MP3 and WMA capability. A universal mini-jack port connects to most portable music players, such as the Apple iPod. The optional rear-seat DVD entertainment system with a nine-inch screen and wireless headphones is available on all three trim levels.Getting into the back seats is a little more challenging than in a sedan. The rear doors provide a relatively narrow opening, and you have to duck your head to get in and out. Once in, however, the second-row bench seat is roomy for two. The seat is raised slightly in the center position, so the middle passenger sits on this uncomfortable hump. Better to fold down the wide center armrest and enjoy its two cup holders and its tray for French fries or whatever. An unusual feature, but perhaps a good idea, is a small trash bag holder for rear passengers. The rear ventilation ducts that bring comfort in the form of warm or cool air are more easily appreciated.The optional third-row seat adds an element of flexibility. It’s actually two separate seats that fold up to the sides of the cargo compartment, parallel to the rear side windows. These seats are easy to stow, and access from the curbside rear door, via a spring-loaded sliding mechanism on the second seat, isn’t too difficult. But even large children, like a healthy 11-year-old, will sit in these rear seats with knees pressed up toward the chest and hair brushing the headliner. A downside of the third-row seats is that they take up cargo space, even when folded. Fortunately, it’s not too difficult to remove them for maximum cargo volume. But drivers who need to seat seven on a regular basis would be better off with a Sequoia, a Highlander, or, best of all, a Sienna minivan.Cargo space is designed well. The second-row seats can be folded down with the headrests in place, though we sometimes found it easier to pull them off before flipping the seat bottoms up and the seatbacks down. The seat folds nearly flat, flatter than a Ford Explorer’s, and the seatbacks are reinforced to support heavy loads. The cargo area includes structurally attached steel tie-down hooks in the floor, with additional hooks on the sides. On Limiteds, a clever double-decker rear storage shelf helps organize cargo in two levels. Using just one hand, the collapsible shelf can be folded flat or lifted up easily. When deployed, it’s rated a sturdy 66 pounds. A large storage box is provided on the right side of the cargo compartment. Storage bins are provided in all four doors, and every seat gets a cup holder. However, something we’ve noticed with the 4Runner is the tendency of groceries or other loose items to roll around underway, eventually ending up against the rear hatch; then when you raise the hatch, the rearward-sloping lip of the cargo floor helps your items roll out and hit the pavement, to the distinct detriment of glass bottles, eggs and melons. Also, the load height of the cargo floor is relatively high, making for a tall jump up or down for a dog and more work when loading something heavy.The rear hatch comes standard with a power rear window that can be operated from the key fob. If it senses a small hand in the way, the window reverses directions and opens. (Don’t try this at home.) The hatch itself also has a power opener, which is great when running up with an armload in nasty weather. An electric power-close function sucks the hatch shut and ensures secure sealing without slamming.An overriding impression when we climbed out of the 4Runner was its quietude. Rugged it may be, but the lack of road, driveline or ambient noise in the cabin is impressive, given its off-road capability. Wind noise is all you’ll hear if you turn the stereo off.Driving Impressions

The Toyota 4Runner is available with a V8, but we found the standard 4.0-liter V6 engine impressively responsive. It never leaves us feeling short changed. The V6 features variable valve timing, an electronically controlled throttle, and lightweight all-aluminum construction. It’s rated at 236 horsepower, but more noticeable is its 266 pound-feet of torque. Torque is that force you feel when you accelerate from an intersection or power up a steep hill. Torque is crucial when driving over rugged terrain, when the engine is running at low rpm yet under a heavy load because you’re geared way down and lugging up a steep slope.A 4WD V6 4Runner gets an EPA-rated 17/21 mpg City/Highway, while the 2WD V6 is rated 18/21 mpg. And Toyota no longer recommends premium fuel. The V6 is the engine we for anyone who doesn’t plan to do a lot of towing.The 4.7-liter V8 is smooth and tractable and never struggles when thrust is needed. The V8 features variable valve timing with intelligence (VVT-i) and electronic throttle control with intelligence (ETCS-i), turning it into a real performer. It’s rated 260 horsepower and 306 pound-feet of torque, and adds about 200 pounds to the overall weight. The torque figure is the key number here. In the case of the V8, torque is important for pulling a trailer. The V8 is EPA-rated at 16/20 mpg with 2WD, 15/19 with 4WD, but Toyota has dropped its recommendation for premium fuel.Both engines feature a cranking system that keeps the starter engaged until complete combustion is achieved, freeing the driver from holding the key until the engine turns over. This is a nice feature, and one usually associated with expensive luxury sedans.Both engines come with a sophisticated five-speed automatic transmission. More gears means better response for any given situation along with better efficiency and this five-speed is more flexible than a four-speed and better able to keep the engine running in its optimum rpm range, whether you’re after power or fuel economy at any particular moment. The transmission is equipped with Artificial Intelligence Shift control, which changes gear-shifting patterns according to driving conditions and driver intent. It works well and seems to understand when you want to cruise and when you want to get with the program, and it shifts smoothly around town.The 4Runner handles very well for a truck with a live rear axle. We drove V6-powered models over twisting back roads along the Oregon coast and found them easy to drive at a quick clip. We’ve also spent a lot of time in V8 versions around Los Angeles.The suspension damping is excellent. When the road got bumpy, we could tell our truck had a solid rear axle rather than an independent rear suspension, but the 4Runner still handles more confidently than other live-axle SUVs. Rack-and-pinion steering gives the 4Runner quick response and good steering feel.Still, the 4Runner is a truck, not a car. Rather than using unit-body construction like the Toyota Highlander and RAV4, the 4Runner is built on a separate ladder frame that features full-length box-section frame rails. Toyota also steered away from using an independent rear suspension like the one on the ladder-frame Ford Explorer. An independent rear suspension would have offered a cushier ride around town and allowed for a roomier interior, but off-road capability was a high priority for the 4Runner, and its live rear axle provides more suspension travel. In other words, if your driving consists almost entirely of commuting to work, hauling kids around and running errands, you might be more comfortable in a Toyota Highlander.The 4Runner starts making a lot of sense when pull off the pavement. The ride quality on unpaved roads is smooth and well-controlled, important on long gravel treks over washboard surfaces on the way to a remote fishing spot. Well-tuned damping and progressive-rate spring bumpers are to thank here.Rugged terrain is where the 4Runner really comes into its own. Lots of suspension articulation helps it traverse gullies and clamber through rocky territory. In short, this is a great SUV for outdoorsmen who need to drive through a boulder field packing a lot of gear.A limited-slip differential comes standard, and it helps to improve traction on slippery surfaces, important even on 2WD models. We found the two-wheel-drive models impressively capable on rugged terrain; indeed, a 2WD 4Runner is more capable off road than many all-wheel-drive SUVs. For ultimate traction, however, you do need a four-wheel-drive model; and it seems to us that if you don’t need four-wheel drive, then perhaps you should not be looking at the 4Runner.V6 4WD 4Runners are equipped with Toyota’s Multi-Mode shift-on-the-fly system, which incorporates both a two-speed transfer case and a Torsen-type limited-slip center differential. The driver can shift between 2WD, 4WD High, and 4WD Low. With 4WD engaged, the Torsen center differential distributes the power, sending 40 percent of the torque to the front wheels, 60 percent to the rear under most conditions, but changes the ratio as needed based on steering input and wheel slip. It also allows the use of 4WD High in all types of driving conditions, and on all types of roads, whether dry or wet or covered with snow. The system gives the 4Runner a sure-footed feel because power is applied to all four wheels. But the center diff can also be locked for military-truck-grade traction in extreme slop.V8 4WD 4Runners use essentially the same system above, but it’s engaged full-time and works transparently without any driver input. As with the V6 version, when the going gets extreme, the driver can lock the center differential with a switch.All 4WD 4Runners come with Toyota’s Downhill Assist Control, which controls the speed when creeping down steep, slimy grades without the driver intervening at all. Shift into 4WD Low, check to make sure DAC is activated, pull to the edge of the nearest precipice, take your feet off the pedals, and steer your way slowly down the cliff. Once you make the leap of faith that comes with allowing the machinery to do the work for you, Downhill Assist works extremely well and is easy to manage. DAC helps keep the 4Runner pointed in the direction you steer it, using ABS to curb the tendency for the vehicle to get sideways on steep descents.All 4Runners come with Hill-start Assist Control (HAC), which is designed to prevent the vehicle from rolling backward or slipping sideways when starting off on a steep ascent. The system uses the brakes to stop an individual wheel or several wheels at once from spinning, quickly transferring the power to whichever wheel or wheels have the best grip, whatever it takes to keep 4Runner running forward.The optional rear air suspension, which automatically adjusts the ride height according to the vehicle load, offers improved ride and performance when towing or hauling heavy loads. Hook up your trailer and the system will immediately compensate for the added tongue weight, raising the rear end back up to the level where it was before you hitched the trailer. This feature is also useful in really rugged terrain; the driver can manually raise the rear suspension to improve the rear departure angle when traversing a gully.X-REAS, which is standard on the Sport and optional on the Limited, improves handling dynamics on the road with no compromise in off-road articulation or travel. X-REAS reduces the tendency of the vehicle to bob up and down in corners and improves handling by damping body pitch and roll. We compared 4Runners with and without the system, and found it really works, improving stability when driving hard through a 50-mph sweeping turn.Anti-lock brakes (ABS) with Brake Assist and electronic brake-force distribution (EBD) come standard on all 4Runners. The four-channel ABS prevents the wheels from locking under severe braking, improving driver control. The 4Runner’s ABS uses an off-road algorithm to improve stopping performance in slippery conditions, a great feature. EBD automatically balances the braking force front-to-rear for shorter stopping distances. Brake Assist helps a driver who may not be pressing the brake pedal hard enough during an emergency stopping situation by maximizing braking power regardless of the force on the pedal. Overall, we found the 4Runner’s brakes worked well.The 4Runner’s fuel tank was specifically designed for off-road use. The tank is plastic, offering better protection against corrosion, rust-through and connection leaks. Yet the plastic tank is armored by a steel case for protection against debris kicked up by the tires, or against the rocks off-highway enthusiasts might encounter.Summary

The Toyota 4Runner is a highly capable trail vehicle. It will get you over the rocks and through the muck, but it won’t make you regret its durable construction when you’re cruising the Interstate. It’s smooth and quiet on the road and there’s plenty of room for family and friends. The V6 is our first choice for its combination of power and efficiency, but the V8 delivers excellent response and is the better choice for towing. If you want serious recreational capability with quality, durability and reliability, the 4Runner is an excellent choice. On the other hand, if you rarely venture onto unimproved trails, then you may find the Toyota Highlander and other car-based SUVs smoother and more comfortable.

With its sleek body design, finely tuned performance and handling, class-leading interior space¹, and up to 32 mpg² fuel efficiency, Spectra allows you to live life to the fullest while remaining a stranger to the gas station.

Kia Spectra’s many standard features include an AM/FM/CD audio system with six speakers, an auxiliary audio input jack for MP3 devices and a 2.0 liter 138-horsepower engine that is sure to leave a smile on your face during your daily commute.

The Kia Spectra’s list of class-leading standard safety features including six airbags, ABS and (TPMS) Tire Pressure Monitoring System, just to name a few.

Like every other Kia, the Spectra comes with a 10-year/100,000 -mile limited warranty program.

Just follow a few simple steps and get a hassle-free price quote on a Kia Spectra today. Or schedule a test drive at one of our 650 retailers and experience Kia quality and value firsthand.

 Colors 

•   Exterior Color: Bright Silver Metallic
•   Interior Color: Gray

Options

•   Air Conditioning

Feature Highlights

• 5-Speed Manual, Overdrive
• Dual Front Advanced Airbags
• Full-length Side Curtain Airbags
• Body-color Body Side Moldings
• AM/FM/CD w/ 4 Speakers & 2 Door-mounted Tweeters
• Tinted Glass
• Auto-off Clear-lens Halogen Headlights
• 6-way Adjustable Driver’s Seat
• 60/40 Split-folding Rear Seats
• Tilt Steering Column

Total Kia Spectra cost   $14,850

Ford’s plans to manufacture the F-100 pickup, its answer for consumers who want a more fuel-efficient pickup, have been shelved (for now). A proposed smaller and lighter sibling to the popular F-150 pickup, the F-100 would have been built at the Michigan Truck Plant in Wayne, Michigan. Instead of designing a new small truck, one that consumers may not have warmed up to in the first place, Ford is reportedly making an “unprecedented” investment in more fuel-efficient powerplants to drop under the hood of the best-selling F-150. According to Ford, much of the funding will be directed towards its EcoBoost engines that utilize turbocharging and direct injection to deliver increased power and efficiency. The company is also looking at a technology called “ethanol boosting” which injects a small amount of the biofuel into the engine to increase fuel economy even further. Investing in new engine technology is expensive, but Ford is counting on reduced warranty costs (they have decreased by $1.2 billion in the past 18 months) to help offset development fees.

Aston Martin has released the first image of its newest flagship – the limited edition One-77. Details are scarce, but the One-77 will be powered by a hand-built 7.0-liter V12 nestled inside an aluminum and carbon fiber chassis. 0-60 times are estimated at 3.5-seconds, with a top speed cresting 200 mph.

77 examples of the £1 million coupe will be produced and customers will be able to customize the bespoke supercar to meet their individual tastes. The One-77 will be revealed later this year (Paris?) and will go on sale shortly afterwards.

This will be the first all-new vehicle from Aston Martin produced after the brand was sold by Ford to a group of investors spearheaded by Prodrive’s David Richards. We’re also curious to know if the One-77 will play a part in Project Alligator, the rumored collaboration between Aston and Mercedes-Benz. All details will be revealed in due time. Until then let your eyes feast on the only image we have of the upcoming One-77 supercar.

There was a time when what we might call super-sedans were largely the province of a dedicated cadre of aftermarket tuners. Companies like Brabus, Alpina and, of course, AMG would generally start with mid-sized German sedans and transform them into something truly special. AMG in particular came to the forefront in 1987 after two decades of building special Mercs when they unleashed the Hammer. They had been building cars for two decades already, but the Hammer took things to a new level by installing a 5.6L V8 from the 560SEC coupe modified with twin-cam four valve heads into the mid-size 300E sedan. With that car, AMG set off an arms race that continues to this day. The tuners are still out there but AMG was eventually brought in from the cold when it was bought by Mercedes-Benz. Today AMG produces high performance versions of almost all Mercedes models and standing near the pinnacle of the lineup is the S63 sedan. Find out what the AMG S63 is like to live with after the jump.


The S63 is not quite the ultimate S-Class from Mercedes. That crown falls to the twin-turbo V12 S65. The S63 is instead powered by AMG’s bespoke 6.2L naturally aspirated V8. AMG designed and built this exclusive V8 that is installed across the range of AMG badged models. Unlike previous AMG engines, this one shares no parts with standard Mercedes engines. In the S63 it generates 518 horsepower and 465 lb-ft of torque, enough to propel the 17-foot long, 4665-lb S63 to 60 mph in 4.5 seconds and achieve an electronically limited top speed of 155 mph. Opting for the $7,000 performance package adds a 20-inch wheel/tire package, a limited slip differential and a reprogrammed speed limiter set to 186 mph. You might be asking yourself, what possible good is that extra 31 mph in the United States where there is nowhere to legally use it? A very reasonable question that we’ll return to a little later.



While super sedans are more elevated than ever, the effect on their performance is seeing diminishing returns as manufacturers try to outdo themselves with technological wizardry. This is where the S63 truly shines. Unfortunately, in some respects it is also its downfall. There are almost no features available on any high end car anywhere in the world that you won’t find on the S63 and there are also gimmicks in this car that can’t be found anywhere else. We don’t use the word gimmick lightly here. While there are useful features like adaptive cruise control, others are absolutely superfluous. Top of the list here is the Drive-Dynamic front seats, which surprised when taking the S63 around our first corner. As the car builds cornering force, the seat bolsters begin to grope your sides. As you turn left the right side bolsters push inward, presumably to hold you in place. Turn right and the opposite side moves. This is a feature that adds weight and complexity to the car without adding useful functionality.

Another problem with all the gimmickry is that it requires controls. If all of these features had physical controls, the entire inner surface of the car would be covered with buttons and knobs. As its German counterparts have done, Mercedes has a control knob-based system with access to these features buried in a menu structure on the center mounted screen. Many of the adjustments for the seats are in the graphical menu system. The Drive-Dynamic function, which is standard on the front seats and available as an option with the 2-seat rear configuration, can be adjusted in intensity or turned off. A massage function within the seats can also be controlled here. All manner of controls are embedded somewhere in there. Fortunately, there are three memory positions available. Aside from all the electro-mechanical wizardry, the seats themselves are comfortable and don’t need the fancy stuff embedded in their foam.



More technology is buried in the instrument cluster. While the tachometer, fuel and temperature gauges are physical dials, the center of the cluster where the speedometer sits is an LCD. When the sun drops below the horizon, a button on the left side of the dash becomes effective to activate the night vision assist. This system uses an infra-red sensor to detect what’s well beyond the reach of the headlights. When active, the speedometer shrinks to a horizontal bar across the bottom of the screen. Above that the infra-red image is displayed. Night vision systems are not a new idea, with Cadillac having introduced a similar system in 2000 that failed more because of its cost than its functionality.



The idea of reducing the array of physical controls in a car by integrating them into a multi-functional interface is probably a good idea. Unfortunately to date no one has done a particularly good job of making such a system easily navigable by the driver. While the Mercedes setup is better than the current BMW iDrive (we haven’t tried the new 2009 version yet), it still has plenty of room for improvement. Perhaps the only real answer to the problem is to reduce the number of functions available to the driver.

Beyond the groping seats and seemingly endless variety of controls, there is the actual driving experience. The S-Class is a big machine and in AMG S63 form it moves surprisingly briskly. The 518 hp is fed to the rear wheels via a 7-speed automatic gearbox. Mercedes uses a column-mounted shift stalk that operates in a similar manner to recent BMWs, though it’s nothing more than an electronic switch. Tapping it upward engages Reverse, down brings Drive, and returning to Park requires pushing the button on the end of the stalk. Manual control of the gear selection process is provided by the now typical pair of paddles on the back side of the steering wheel.



While the S63 provides some nominal degree of manual control, the bottom line is that this is not really a driver’s car. The electro-mechanical wizardry ends up filtering the interaction between the vehicle and the road. There’s virtually no indication through the steering wheel of the degree of the forces between the front wheels and the pavement. The Active Body Control damping system means that S63 exhibits essentially no body roll as you go around corners, and the torso-groping seats give a strangely artificial kind of feedback about the overall cornering force that the car is generating. Even the growl of the engine is thoroughly muted by all the insulation and dual pane side glass. The transmission shifts are smooth and seamless, but even with the stability control “turned off” the computer systems retain an excessive degree of control over the experience.

With over 500 hp on tap, you would think it possible to do a nice burnout in the S63. Such activity is clearly considered to be immature and unseemly by German engineers and the best that can be achieved is a chirp before the electrons intervene. It’s more like playing a driving video game where any feedback you get is simulated. One thing that definitely isn’t simulated is the heat generated by the engine. Standing next to the S63 with the engine idling, you can feel the waves of heat emanating from within.

So if this isn’t a car for drivers, who is it for? The S63 may not be for anyone in this country. Its handsome looks aren’t distinct enough to set it apart from much cheaper standard issue S-Class sedans and its high speed cruising ability can’t be legally utilized on U.S. roads. Those who want to be driven and stand out will more likely opt for a Bentley Flying Spur or Rolls-Royce Phantom. Those who want more of a driving experience are also more likely to opt for a Bentley Continental or something smaller like an RS6, M5 or E63.



No, this car is for wealthy European executives who need to get from Stuttgart to Hamburg in a hurry but don’t want the hassle of an airport or train station. Even at $143,000 the S63 is less expensive than a private jet but the rear compartment is cavernous enough that it’s probably more comfortable than anything smaller than a G5 or Challenger. The S63 and all of its technology is really just a prime example that just because we can do something, it doesn’t necessarily mean that we should.

The 2008 Saturn Vue is a completely different animal than its
forebear. The previous Vue distinguished itself from the compact SUV
pack in many ways. Its flexible body panels could take a hit from a
shopping cart or an adjacent car’s door without leaving that automotive
scar of urban America — a ding or dent. State-of-the-art transmissions
were offered, including a five-speed automatic and a continuously
variable transmission, while later on, a powerful (Honda-sourced) V6
gave the Vue serious straight-line performance. There was also a
tuner-inspired version called the Red Line that sported a track-tuned
suspension, big wheels and racy ground effects.

Sadly, the Vue
distinguished itself in other, less desirable ways. If Playskool
fashioned a car’s interior, we imagine it would resemble that of the
early Vue, such was the fit and finish. And sloppy, numb steering
didn’t win the Vue any fans either. A refresh for 2006 improved things
inside the Vue, but it still wasn’t up to the segment leaders, which
benefited from complete redesigns during the last few years.

For
the 2008 Saturn Vue, the demons have been exorcised as General Motors
looked to its European Opel division for inspiration. Essentially a
rebadged Opel Antara, the new Vue looks nothing like its former boxy
self. In terms of size, it’s pretty much the same; wheelbase
measurements are identical, and the new model is just a tad wider and
taller. The old plastic body panels are gone, replaced by traditional
steel.

Thankfully, there’s more to the new Vue than just its
look. Major changes include an interior design that welcomes rather
than alienates, improved driving dynamics (with steering that actually
feels connected to the front wheels) and the availability of numerous
high-end safety and convenience features including standard stability
control, an optional navigation system and standard satellite radio.
The Vue offers a choice of three engines, ranging from an inline-4 to a
high-output V6, while transmission choices include a four-speed and
six-speed automatics. A revised “Green Line” hybrid version is also due
for release later in the model year.

If our driving impressions
are any indicator, the Vue is no longer a back-of-the-pack entry and
now merits consideration from small-SUV shoppers. Though there are some
faults — less cargo space than what’s available from some of its
bigger rivals, for instance — they are more than compensated for by
the Euro-inspired styling, attractive cabin, composed handling and
variety of powertrain offerings. Overall, the new Saturn Vue should
make for a very pleasant and practical daily driver.

For Pricing information, see our Pricing page.

Body Styles, Trim Levels, and Options

The 2008 Saturn Vue is a five-passenger compact SUV that comes in
three trim levels: base XE, midgrade XR and sporting Red Line. All can
be had in either front- or all-wheel drive. The XE comes with 16-inch
alloy wheels, air-conditioning, keyless entry, full power accessories,
OnStar telematics, steering-wheel audio controls, cruise control, a
tilt steering wheel, a height-adjustable driver seat and a CD/MP3
stereo with satellite radio and an auxiliary jack.

Opting for the
XR adds 17-inch alloy wheels, luggage rack rails, automatic climate
control, a power driver seat, a leather-wrapped steering wheel, heated
mirrors and lighted vanity mirrors. The Red Line features a lowered,
sport-tuned suspension, rear spoiler, chrome exhaust outlets, 18-inch
alloy wheels, heated front sport seats, leather and suede upholstery
and unique instrumentation. Most of the XR’s additional features are
available as options on the XE, and one can also get optional leather
seating and heated seats on those models. Other available features
include a premium audio system and CD changer, a navigation system,
rain-sensing wipers and a remote vehicle starter.

For more Style information, see our Compare Styles page.

Powertrains and Performance

The Vue XE is powered by a 2.4-liter inline-4 (169 hp and 160 lb-ft
of torque) mated to a four-speed automatic transmission. The XE V6 has
a 3.5-liter V6 (215 hp and 220 lb-ft) running through a six-speed
automatic transmission. Both the XR and Red Line trims feature a
powerful 3.6-liter V6 (257 hp and 248 lb-ft) matched to a six-speed
automatic. A manual-shift feature, called “TAPshift” is standard on the
Red Line and optional on the XR. Front- or all-wheel drive is available
on each trim.

With the 3.6-liter V6, this Saturn scoots. We
clocked a front-wheel-drive Vue XR at 7.3 seconds to 60 mph and 15.7
seconds for the quarter-mile, times that are less than a half tick off
the class dragstrip jock, the Toyota RAV4 V6. Towing capacity is rated
at 3,500 pounds, the segment average.

For more Performance Data, see our Specifications page.

Safety

A wealth of safety features are standard on all 2008 Saturn Vue
models, including antilock brakes, stability control, traction control,
front seat side airbags, side curtain airbags and active head
restraints.

For more Safety information, see our Safety page.

Interior Design and Special Features

The generic plastic of the former Vue’s interior has given way to a
posh new appearance, with far nicer materials indicative of European
cars. Controls are simple and well marked. An array of chrome-accented
round shapes, from the gauges to the air vents to the climate controls,
lend a sense of classic style to the cabin. Brushed-aluminum accents on
the steering wheel, door panels, parking brake and shift knob further
the upscale treatment.

A pair of adjustable cargo nets keep items
from sliding around in back. At 56 cubic feet, the Vue’s maximum cargo
capacity is small compared to some rivals that offer nearly 20 more
cubes. The second-row seats recline and offer decent legroom; a
third-row seat, an increasingly popular (but of debatable value)
feature for small to midsize crossover SUVs, isn’t offered. Front seat
comfort is adequate, though some folks may find the seat cushions a bit
short and the seats somewhat lacking in lateral and lumbar support.

For more Interior Features information, see our Specifications page.

Driving Impressions

Although it’s hard to fault the robust 3.6-liter V6, sometimes the
normally smart and quick-shifting six-speed automatic hunts on
inclines, seemingly not sure whether to hold a gear or step down to
maintain speed. Braking is about average for the class, as the
four-wheel vented disc brakes help bring the Vue to a stop from 60 mph
in 131 feet. The pedal feels a little on the soft side, but the vented
rotors should forestall brake fade even with a heavy load.

Given
that the 2008 Saturn Vue is tuned for a soft ride, the Red Line trim is
the obvious choice for driving enthusiasts. Steering feel and action is
spot on, allowing easy maneuverability in parking lots while providing
a solid, confident feel at speed on winding roads and interstate
freeways.

James Bond has had some questionable rides over the years. An AMC Hornet, Lincoln Mark VII and a Ford LTD have all brought disgrace to an automotive reputation that has otherwise been exemplary. Yet in “Casino Royale,” the starring 2008 Aston Martin DBS is not only worthy, but it essentially serves as a metaphor for the film’s unconventional, less polished take on the Bond legend. “A tough guy in a dinner suit” is how the DBS’s designer Marek Reichman describes his creation.

The DBS is a modified version of Aston’s already highly desirable DB9. Like Daniel Craig’s muscular, tuxedo-clad Bond, the DBS is strikingly handsome, yet its bulging fenders and more chiseled fascia give the impression that it can kick your teeth in if you challenge it. A 510-horsepower V12 (a 60-hp increase) lurks under its sculpted carbon-fiber hood, and with a curb weight of only 3,737 pounds (143 less than the DB9’s), the DBS can hit 60 mph in about 4 seconds flat. It also makes gloriously intimidating sounds. Press the sapphire crystal key fob into its dashboard slot and listen with glee as the engine spins and roars to life, like the crack of a whip engaging an avalanche. That avalanche returns anytime the driver dives into the ample power band — yet the engine and exhaust thankfully remain civil when cruising.

While the DBS is clearly a tough guy, there’s more to the “dinner suit” part than its styling. The interior is simply stunning, swathed in leather, Alcantara and subtle accent trim of aluminum, carbon fiber and piano black. Unlike the DB9, the DBS accommodates only two people, but they will be surprisingly comfortable over long journeys with seats that strike a brilliant balance between comfort and support. Road trip comfort is also aided by a surprisingly compliant suspension, considering the car’s sporting nature.

When it comes to the exotic market segment, each model usually chisels out its own niche, making direct comparisons difficult. The Bentley Continental GT Speed provides performance and British prestige similar to that of the DBS, but it’s designed to offer a greater degree of opulent comfort than visceral performance. For an entirely different flavor, Ferrari’s fiery 599 Fiorano offers superior performance and handling, while the 612 Scaglietti is fairly even with the DBS on paper. There are a few other contenders (including Aston’s own DB9), but in the end, though, this type of purchase is all about preference and irrational emotion.

Of course, there’s certainly nothing more irrational than a brand associated with bumper-mounted rockets and ejector seats. However, Aston Martin is also a brand known for producing cars that are achingly beautiful and wildly powerful. The 2008 Aston Martin DBS deservedly takes a place inside James Bond’s garage, and we have no doubt that in the real world, Aston’s newest flagship will make a fine addition for those with the financial means.

For Pricing information, see our Pricing page.

Body Styles, Trim Levels, and Options

The 2008 Aston Martin DBS exotic sports car’s standard equipment includes 20-inch wheels, an electronically adjustable suspension, carbon ceramic disc brakes, xenon headlights, front and rear parking sensors, power-folding outside mirrors, cruise control, an eight-way power driver seat with memory settings, a four-way power passenger seat, a tilt-telescoping steering column, heated seats and leather and Alcantara upholstery. Also standard is automatic climate control, an auto-dimming rearview mirror, a battery deactivation switch, Bluetooth, a hard-drive-based navigation system and a premium sound system with in-dash six-CD changer and iPod integration.

Major options include satellite radio, a graphite-color finish for the wheels, piano black interior trim and special-order exterior colors.

For more Style information, see our Compare Styles page.

Powertrains and Performance

The Aston Martin DBS is powered by a 6.0-liter V12 that produces 510 hp and 420 pound-feet of torque. A six-speed manual gearbox is the only transmission available. Aston Martin estimates the DBS will accelerate from “naught” to 100 km/h (62 mph) in 4.3 seconds, meaning it’s a good bet it’ll get to 60 mph on our test track in close to 4 seconds flat.

For more Performance Data, see our Specifications page.

Safety

The DBS comes with a fair amount of safety equipment for a supercar. Stability and traction control are standard, along with antilock carbon ceramic brakes. Side airbags and parking sensors front and rear are also standard.

For more Safety information, see our Safety page.

Interior Design and Special Features

Like all Aston Martins, the DBS is one of the finest examples of interior craftsmanship. It’s difficult to find a surface not covered in soft leather or Alcantara faux suede. Subtle carbon-fiber trim lines areas of the doors, while tasteful alloy trim and must-have optional piano-black trim adorn the center console. The elegant key fob (or Emotion Control Unit) that seamlessly slides into the dash is partly made from sapphire crystal.

The DBS’s interior represents the next generation of Aston Martin design. While much is similar to the DB9 and V8 Vantage, the center stack controls have been cleaned up to produce a classier and more user-friendly design. Easily deciphered buttons combine with a central LCD screen layout borrowed from Volvo to create a more user-friendly and better-looking interface than those found in the “lesser” Astons. Still, we wish they had ditched the metallic electroluminescent gauges. Not only do the speedometer and tachometer strangely rotate in opposite directions (the tach goes the wrong way) but the speedo features such a huge range of numbers that it’s rendered practically useless. Luckily, the driver can select a digital speedometer in the prominent trip computer display.

For more Interior Features information, see our Specifications page.

Driving Impressions

The 2008 Aston Martin DBS is striking for how easy it is to drive. The clutch is light and short in travel, while the shifter snick-snicks through the gates with precision. The steering is light and the cabin’s decent visibility makes it less onerous feeling than some other exotics. Not only is it easy to handle, it’s also surprisingly comfortable. Although the ride is firmer than the DB9’s, the DBS is never punishing.

The DBS may be easy and comfortable, but with 520 hp flowing to the rear wheels of a 3,737-pound sport coupe, it is a car that must be shown respect. Even a dollop of excessive throttle will get the tail wagging mid-turn, so unless you’re a drifting specialist, it’s wise to constantly observe the age-old mantra of slow in, fast out. The DBS is also not a canyon carver like a Ferrari 599, as it prefers long, high-speed sweepers to tight hairpins. In either setting, though, that light steering proves to be a slight detriment, lacking the feel and weight of a Ferrari’s or Porsche’s steering.

STRIKING styling, a sporty Lotus-tuned chassis, high equipment levels and drive-away pricing are the cornerstones of Proton’s renewed light-car assault with its second-generation Satria.

The managing director of Proton Australia, John Startari, is optimistic about the Satria’s chances of success, believing that its youth-orientated styling will help snare new customers as well as previous Satria owners.