I Like Big Sport Utes!

It has been a while since I last posted. I have been to car shows in Los Angeles and San Diego, and I am surprisingly drawn to four-wheel drive SUVs. I never thought I would enjoy them that much or have any use for them. That all changed when I test drove a Land Rover LR4 (Discovery in the rest of the world) at the LA auto show. They had an outdoor course on the front parking lot at the LA Convention Center, complete with hills offset in such a way that one or more wheels were off the ground while making the transition to the next hill. This was, presumably, to demonstrate the Land Rover's smart 4WD system that automatically directs torque to whichever wheels have traction. I was most impressed with what happened when I stopped (as commanded by my co-pilot from LR): the left front wheel was up in the air, but once the brakes were applied, it came down to Earth slowly and softly, making it safe to continue, albeit in three-wheel drive for three quarters of a second. When I finished, I began to think about road trips to national parks, taking the family up the side of the great Smokey Mountains. Maybe I would take up hunting; I could be with my son on his first kill. By now I was grunting like Tim Allen at Tool Expo. 

The LR4 is a luxury SUV of mammoth proportions, the kind that makes Prius drivers' blood pressure spike. That alone makes it a winner in my book. However, this is no fashion accessory as was the case before rabid environmentalism afflicted the well-heeled. The LR4 seats seven in a level of comfort that makes the top-of-the-line Grand Cherokee or 4Runner seem like steerage class. The user friendly 4WD system can be set to operate in every possible situation Mother Nature or human progress has laid out for you, all by turning a big knob to the appropriate setting. The air suspension absorbs bumps and potholes in such a way that they are largely unnoticed. I opened the windows to see how well the one-touch buttons worked. I had forgotten about the noisy LA traffic just a few dozen feet away. Closing the doors and windows in the LR4 is like finding the mute button for your surroundings. It is automotive Prozac: you know the world outside is an unpleasant place, but you don't care.

More recently I test drove a seven-seat Lexus GX470, a 2007 model with 52,000 miles on it. It was fully equipped with navigation, DVD theater, Mark Levinson sound system, and a back up camera, which should be standard equipment on all trucks, SUVs, wagons, and small children. Outside of North America, the GX is the Toyota Land Cruiser Prado, a slightly smaller member of the legendary Land Cruiser family that is sold alongside its big brother, available in more Spartan trim as well as two-door versions with gasoline (excuse me, PETROL) and diesel V-6s.  For that reason, one can be assured that it is capable, dependable, and indestructible. Although the all-new GX460 does not have it anymore, this '07 model had a proper mechanical transfer case lever for 4Hi and 4Lo. Simple, straightforward, unbreakable. I like that.

For this test drive, I only got to do the standard drive on a few surface streets and a short freeway circuit, but it did give me a pretty good idea as to how it operates in what would be its usual environment. I must say that I highly approve. It drives much as any Lexus does: quiet, refined, and somewhat detached. I have just one niggling complaint, though, and that is the placement of the side mirror switches, which reside to the left of the steering wheel just below the instrument panel. I frequently adjust the mirrors and do not like having to lean slightly forward, make the adjustment, and return to my normal seating position only to find that I did not get it where I needed it. That is because I am guessing instead of putting it exactly where I need it at that moment. Honda and Acura place theirs on the door armrest where I can reach it without having to lean and guess. This is not a deal breaker, but, Lexus engineers, take note. Another complaint that could affect my marriage is that the rear door is, well, a door. Hinged on the right, it opens just like the passenger doors, but while it is very easy to operate, it could make loading and unloading curbside from the right a problem. Most SUVs and crossovers have a top-hinged vertical hatchback. The Volvo XC90 and Toyota Land Cruiser/Lexus LX twins each have a top-hinged hatch and a bottom hinged tailgate, which I think is the best possible way to access the back porch.

I find that I could live with either one of these rigs. Both are spacious and versatile, capable off road, and relatively easy to park in the urban jungle. Both are prestigious, handsome brutes, and built to last for years, much longer than I expect to last. So how do I choose? Based on my relatively short time with them, I could flip a coin, and, heads or tails, be equally happy.

But there are other considerations.

The Land Rover LR4 is rated a dismal 12 mpg in city driving, and the Lexus GX 470 is rated at a slightly less atrocious 15 mpg. Both require premium. (When will you guys bring diesel power stateside?) The main culprits are power and weight. At 5617 pounds, the LR4 should be a contestant on "The Biggest Loser." This is a heavyweight in a welterweight package, but not because of all the luxury accoutrements. This particular model is unique among, well, motor vehicles. The LR4, the LR3, and the Discovery are built on a separate body and frame, like the GX, but the body itself is actually a monocoque, or unit body, much like nearly all modern cars and a fair number of SUVs. The difference is that a monocoque is stiffer and heavier than the body of, say, practically any other body-on-frame vehicle, which relies on the steel frame to provide stiffness. That is not a problem as a unit body vehicle is usually lighter overall and offers superior occupant protection than a similar size body-on-frame vehicle. By putting a heavy monocoque on a heavy ladder frame, the LR4 is a monster, and it shows most glaringly in the fuel economy and on-road handling. At least it should last long enough to put it in the will. Coupled with a 5.0L engine that makes 375 hp and 375 lb.-ft. of torque, it is not hard to see why it goes through fuel like a teenager goes through the refrigerator. The GX is certainly no flyweight, either, but it is 746 pounds lighter. Given its weight advantage, 263 hp and 323 lb./ft. is more than sufficient to keep up with the Brit, and go farther on dead dinosaurs. 

Land Rovers have a notorious reliability record, although, to be fair, they have improved in recent years, thanks to their using Jaguar-sourced V-8 engines, which are now among the best, at least according to JD Power & Associates. Toyota/Lexus, on the other hand, have a largely unblemished record for reliability, but are currently under a cloud of recalls that have undoubtedly hurt the world's largest automaker. The Land Cruiser family has long been the 4x4 of choice in third world countries where the terrain is downright brutal, and warranty service is a little hard to come by. For that matter, the same is largely true of Land Rover. 

Since I have three growing kids and limited funds, I have to go with as sure a thing as possible. Twenty percent better gas mileage and fewer expected repairs are not small matters. Therefore my money has to go for the Lexus.

Test Drive with Kids-Part 1

Recently my wife and oldest daughter abandoned me. No, they didn't leave me; they went to a craft show. So what did I do? You guessed it, car shopping. This time, however, I had my son and younger daughter with me, so I thought this might be a good way to really test a car (or two) as it will really be used.

I had been researching Toyota Avalons and found a few interesting late-model examples nearby. Now I realize that even considering an Avalon sounds like I, the California Car Guy, have given up on life, resigned to driving boring appliances for the rest of my (child-rearing) days. If this were about five or six years ago, you would be right. The first two generations of Toyota's flagship sedan were about as interesting as organic oatmeal with a Metamucil chaser. I particularly disliked the second generation, produced from 2000-2004, which looked frumpy from about every angle, less so when viewed in profile, if the lighting was just right. The car was clearly designed with comfort in mind above all else, and that explains why the cabin is huge compared to the hood and trunk, like a close-up photo taken with a wide-angle lens from above. 

That said, I don't doubt that it is very comfortable and quiet and refined...and dull.

Model year 2005 changed that. Oh, it is still everything Toyota USA intended: Lexus quality at a somewhat lower price. They kept all the things that made it desirable and made it far more interesting. Maybe more interesting is overstating it. How about less dull? Starting with the exterior, the huge cabin is even bigger, but the belt line is higher and the roof is curved. The windshield and backlight are sloped more and the rear overhang is angled ever so slightly in the same direction so as prove that it actually belongs on this car. The effect echos (likely unintentionally) the Volkswagen Phaeton.

Moving to the interior, what is most obvious about the Avalon is the sheer amount of space inside, especially the back seat. With the driver's seat set for me--I am six feet tall--the space behind is HUGE. I didn't measure it, but I had lots of stretching out room when I sat in back, including in the center position, thanks in part to the low driveshaft tunnel (why does a front-wheel-drive car have a driveshaft tunnel in the back?). The seat itself is a flat bench, but I found it to be not only spacious and comfortable, but also reasonably supportive. The best part is that the rear seatbacks recline a few degrees, which should make road trips for the whole family much more tolerable. Benadryl, anyone? One drawback to this little piece of heaven is that the rear seats do not fold forward to allow access to the trunk. I almost never use this feature, so it is not a deal breaker.

The Lexus engineers clearly influenced the front seat layout of the Blizzard Pearl (that's Off White in English) 2007 model that I drove. The dashboard is a two-toned affair with a darker, mocha-colored upper region, a creamy tan lower region, and a polished maple-syrup-colored wood trim separating the two. The color scheme wraps around to the doors, creating a peaceful, harmonious horizontal line. The seats and carpet are colored-keyed to the lower dash. The center console comes up under the dash, creating the illusion of a vertical support. The big, translucent white rectangular buttons for the multi-zone air conditioning are in two groups placed on either side of a panel, which, when opened, reveal the entertainment system. I must say that I found this feature intriguing for several reasons. For one, I like the clean look that closing the panel affords, and I can use the redundant controls on the steering wheel for most of the radio functions. For another, it should also discourage prying eyes and sticky fingers. I have had five car stereos stolen (four from my dearly departed Mazda truck), and anything that can minimize theft is a good thing. There are also hidden panels on the console which house two Venti Starbucks-sized cup holders and a cubby hole. The biggest surprise can be found right where the console meets the dash. Push the shiny bar at the top and out comes another set of buttons which control the navigation system and trip computer. As gimmicky as that sounds, it works amazingly well, and it puts BMW's infuriating iDrive to shame. Close up all the panels, and even the most anal retentive among us can stay calm on a road trip.

Driving the Avalon in a combination of freeways and shopping mall access roads through San Diego's Mission Valley revealed a luxurious if somewhat uninvolved experience. The suspension kept the one-and-three-quarter ton Dadmobile perfectly composed on the shamefully neglected pavement that seems to be plaguing Southern California these days; however it was not the Novocaine numb that I was anticipating. Don't get me wrong: no one will confuse this with, for example, an Audi A6, but I must say that its ride control is far superior to that of the average Detroit Medicare Cruiser. The optional wood and leather steering wheel greatly enhanced the otherwise minimalist approach to road feel. If you have ever had a car for more than a few years, you may have experienced the top of the wheel getting that shiny yet slightly sticky surface wear. I do not know first hand, but I am guessing that having polished, hermetically sealed lacquered wood at the noon and six o'clock positions ought to alleviate that problem.

All Avalons are equipped with a four-cam 3.5L V-6 engine, good for 268 horsepower, and a six-speed automatic transmission, hooked up to the front wheels. For such a big car, that cannot possibly be enough engine, but it is. More than enough, according to my lead foot. My parents had a 1970 Chevy Bel Air that weighed roughly the same as the Avalon. It had a 350 cubic inch engine, which made a measly 250 horses, and a Powerglide two-speed automatic. I remember its being pretty fast, and passing another car at speed required only a ten minute wait for the tranny to kick down from high to low. Having 7.2% more horsepower may not make a huge difference in throttle response, but having 300% more gears does. Step on the right pedal in the Toyota, and the same maneuver is accomplished in mere seconds. Of course, with only six cylinders and tree trunk-sized muffler (maybe that's what the driveshaft tunnel is for), it lacks the deep-throated rumble of a V-8. Furthermore, the Avalon is equipped with four-wheel disc brakes that get you out of trouble in about four feet. The unassisted, all-drum-brake Chevy required an airport runway length for the same feat, and it was better if there were no witnesses. The fuel economy of the Avalon is 20 mpg city/28 highway/ 23 combined. The Bel Air got 10 city/13 highway/ who knows what combined.

OH! I almost forgot! I had the kids with me to see how it would work as a family car. They did tell me that they liked it, but, being kids, they sometimes have trouble giving me objective information. Instead, I listened to their interaction, and discovered three distinct indicators: 1) there was a good deal of laughing and joking followed by 2) silence, and at no time did I hear 3) complaining.

These are only preliminary findings, but so far the Toyota Avalon is being added to the short list.

Test Drive: 2007 Lexus ES350

I recently test drove an ES that was on a Lexus lot in the area. It is jet black inside and out; not the color combination that I really want, but I could learn to like it. This is a certified Lexus, which means that it has bumper-to-bumper coverage for up to six years or 100,000 miles. Not bad. There were a number of ES models on the lot that day, along with some ISs, GSs, and one LS460.

The IS is out of the question because of two glaring shortcomings: 1) it is too small inside, especially the back seat, and 2) it does not have rear air conditioning vents. I typically drive all three of my kids at the same time. Actually. it would probably be fine most of the time, since my kids are now big enough to ride in the front seat, and two kids in back and one up front would work, and, with fuel economy of 21 city, 29 highway, and 22 combined, the IS250, even though it requires premium unleaded, would be very easy to live with. The sporty driver in me also appreciates the rear drive layout, which should make for much more interesting canyon carving. However, the rear center position is cramped, to say the least. The seat itself is much narrower than the outboard positions, and the drive shaft tunnel is just a couple of inches below the seat which means even my youngest would be eating her knees. That rules out bringing a fourth passenger, such as my wife. Worst of all, the back seat leg room is virtually nonexistent, although I suppose that would be less of a problem if I were the same height as, say, Danny DeVito.

The GS350 or GS430 is a possibility since it is both roomy in the back, and it has rear a/c vents. Like the IS (with which it shares a common, but longer, chassis), it is also rear drive. However, the fuel economy for the V-8 powered GS430 gave me pause: 16 city, 23 highway, and 19 combined. The V-6 engined GS350 comes in at a more liveable 19/26/22, but either model requires premium, which adds about $4 to an 18.8 gallon tankful over the same amount of regular.

My eye was drawn to a shiny black number with a tan interior (my first color combo choice) that I thought was an ES. It turns out that it was a 2008 LS460.  Since it is way out of my price range, it is not in the running. And I could not help but be a little disappointed that I had trouble telling it apart from an ES350 of the same year. I had an LS400, a Jade Black 1993 model with a Saddle Tan interior (yeah, I bought it used). While it was conservatively styled, it looked like the substantial luxury sedan that it was. Furthermore, no one would confuse it with ES300, even though there was a clear family resemblance. The same can be said of subsequent generations of the two models, but not now. The LS is a fantastic luxury sedan, and I think it does its job better in many ways than its European competitors, but it should also look the part. This one does not.

All of which brings me back to the ES350. This one that I drove had the navigation system which also includes a backup camera. When in Reverse, the side mirrors tilt downward and the nav screen becomes a video monitor that gives a wide angle view out the back, making backups less treacherous. It is easily as quiet and luxurious and the IS and GS, and, surprisingly, it nearly matches the LS, which beat it out on content, power, and, well, luxury. The ES has all of the features that one should expect to find on a premium brand sedan: leather seats, power everything with memory, a first-rate entertainment system, and more than enough power. It is safe, comfortable, and, above all, quiet. Luxury car snobs may scoff at its being front wheel drive, like the Toyota Camry on which it is based, but there is no ignoring how it wafts its occupants down the road smoothly and silently. Also, it is not uncommon to see ES models with 200,000 or more miles on them still going strong and looking good. Toyota/Lexus reliability is nothing new, but consider this small detail: according to the Lexus salesman, the leather in most vehicles, including Camrys, has the color painted on, which is less expensive to produce, but results in its deteriorating since it cannot breathe. Lexus leather, on the other hand is treated with colored dyes that penetrate the material. Not only does it last longer, but it breathes. Take a look at a well-maintained quarter-million-mile Lexus and see if the seats have cracked paint or if the scratches match the surface.

The Lexus ES350 is a luxury sedan with few compromises. It is roomier than all but the long- wheelbase LS460 (not to mention my old LS400), is nearly as coddling, but costs about half as much. It gets the same gas mileage as the much smaller IS350, and, unlike all of the other Lexus sedans, will run on regular. 

I say let the snobs waste their money.

What's In My Driveway Now

Like a lot of modern duel-income families, we own two vehicles: a Ford Escape XLT-V-6, driven by my wife, and a Volkswagen Passat GLS, my daily driver. Considering that they are completely different vehicles, they largely accomplish the same purpose: both are five-passenger chariots capable of schlepping the kids wherever they need to go and both are 2001 models. The Ford is a compact SUV with a hard-as-nails interior, a mouse fur headliner that pulled away at the back in 2003, and a crappy original equipment sound system.  The Duratec 3.0L V-6 engine sounds coarse, the four speed automatic gearbox is about two gears understaffed, and paltry sound insulation makes the entire driving experience only slightly more fun than getting a dental filling. Frankly, I hate it. However, it has proven to be extremely reliable, survived three children's baby-seat-and-stroller stages, made numerous road trips to Grandma's house, and been my first mate on countless home improvement projects. Maybe hate is too strong. I like SUVs, including pretend SUVs known as crossovers. Anyone who needs to haul people or stuff on a regular basis will not find a more versatile conveyance. They are the Swiss Army knife of the car world. My gripes with the Escape is its lack of refinement. I do not expect Lexus luxury at this price point, but how much would some more sound insulation add to the cost? Ford probably had way too many accountants on the project management team that produced the Escape, judging by the choice of interior materials, but at least they had the good sense to use proven, if not very exciting technology. For all of its flaws, the Ford Escape has consistently been a big seller, and may have helped keep the Ford Motor Company out of bankruptcy last year.

The VW is smallish midsized sedan that has gone a long way toward mitigating a midlife crisis. It is a practical family car with three-point seat belts for all five occupants, high quality interior materials that are a pleasure to touch, more airbags than the US Senate, and much easier on your wallet. The 1.8L turbocharged four cylinder engine is smooth and refined, although it does suffer from turbo lag until it hits around 2500 RPM. Do not attempt a stoplight drag race in this car unless the other car is also equipped with the same 150 hp engine; you will embarrass yourself. Once the force feeder is wide awake, though, the rate of acceleration rises with authority.  My Passat is equipped with a five-speed manual, so making a 50-70 mph pass on the Mission Valley freeway is as simple as dropping from fifth to fourth and flooring it. I chose a manual because it makes the turbo lag liveable. When I was shopping for this car, I had test driven another 1.8T-powered Passat with an automatic and found it unbearable. Stepping on the gas from a standstill gets the same reaction as telling a cat to roll over. That would never do on a metered freeway on-ramp. With a proper gearbox, a relatively quick takeoff is a matter of some deft footwork between gas and clutch, kind of like opening a can of tuna and seeing the cat materialize, suddenly eager to please.

2001 was the last year of this particular generation. Halfway through that model year, the 2001.5 Passat was substantially improved. Among the changes were a more powerful 1.8T engine with 170 horsepower. When VW brought out a completely new Passat for 2006, the four-cylinder engine was enlarged to become the 2.0T which is not only more powerful (200 hp), but I can attest  that it is virtually lag free, even with an automatic.

The cockpit is all business, and nearly every major function is operated with substantial, easy-to-grab dials. The seat fabric is soft to the touch yet just slightly rough so as to hold you in place during a high-speed lane change. I have 138,000 miles this car, I live in the sunbelt, my garage has not hosted a car in the ten years we have owned the house, and there is not a tear, sunburn, or crack on the seats, dash, or door panels.

During the day the gauges are white on black, but at night the display is bathed in a cool shade of blue that reminds me of a curacao margarita that I once had at El Torito. A few years ago, I took a solo trip, mostly at night, from San Diego to Tucson. It is the only time I can remember making that trip (I have done it at least a hundred times) without my eyes burning from fatigue.

Quite simply, I love this car.

That is not to say that I have no gripes about it. I have one: the console. Not just the storage bin between the front seats that doubles as an armrest, but the entire kit from the bottom of the dash all the way back. The front cupholders are cleverly hidden behind a narrow panel that you access by pushing the right corner. The holder assembly slowly opens out at a forty-five degree from which slide two  rings that are designed to hold only a twelve-ounce tin can each, supported from underneath by a small plastic bar that looks like a spoiler from a Mistubishi Evo that has been been shrunken and inverted. It folds into the assembly when closed, but open it is only an inch or so below the ring, creating a very shallow holder. It holds a tall Starbuck's cup, but not snugly, causing it to stand crooked. Any bumps or turns with a full cup will result in a spill. And a grande or larger drink is so top heavy that just moving is out of the question unless you drink at least a third of it before setting off on your journey. The fake leather boot around the gear shifter looks like the skin on a sun worshiper who did a lot of drugs in the '60s. The aforementioned armrest/storage bin is infinitely adjustable (good), but the padding, while soft (also good) is covered in fabric that has taken on an unhealthy shine (not so good), like a black eye that will not heal. While it appears to be the same material as the seats, I do not see any shiny spots where my butt has been parked all these years. The clip that holds the bin closed is so flimsy that it broke off (twice) when one of my kids let gravity close the lid. The second clip did not survive the week. Finally, the cupholders for the rear passengers are not only useless, but the trim panel that conceals them when closed snaps off so easily that just a dirty look pops them open. Who designed this console, Ford's accounting department?

Thankfully, Volkswagen redesigned the console for 2001.5 and later model years. The cupholders now occupy the space next to the hand brake and are set into the console. They are deeper, wider, and are concealed by a lid. Venti lattes can ride in safety and comfort, and carpets stay clean. Incidentally, my Ford Escape has two nice, deep cupholders with a notch to allow clearance for commuter mug handles. I think this one got past the accountants.

But, I still love my 2001 VW.

Putting aside my emotional attachment to it, I cannot fully explain why Volkswagen has sold relatively few Passats. Considering that Southern California is the world's largest market for Mercedes-Benz and BMW, I would think that there are lots of people who might appreciate its rock-solid German engineering, elegant simplicity, and reasonable (though not cheap) price. They are an incredible value, and much more fun to drive than the competition. I realize that VWs generally do not have the reputation for reliability as, say, Honda. I have owned three Hondas and, at least in my experience, have not found my dark blue Passat to be any less reliable or any more expensive to maintain or repair. I asked my mechanic what the deal is with VW, and he said that the parts are more expensive than Japanese parts, and they are a pain to work on. However, Mercedes and BMW are more expensive and way more expensive, respectively, to repair than the People's Car.

I think that Europe's largest car company does not understand the American market, but that is another article.

Shopping For a Used Car

I am in the process of replacing my car. Well, at least I would like to, but I am also in the unenviable position of having a limited budget with which to find something that can carry the whole family (I have a wife, three kids, and a dog). It must be roomy, safe, reliable, fast, luxurious, durable, fuel efficient, easy to park, quiet, stylish, iPod compatible, and cheap. And, to make things interesting, it cannot be a minivan, a station wagon, or Korean. What does that leave me? Surprisingly, the choices are more numerous than you might expect. I have test-driven many different cars and SUVs over the last few months. Check back while I document my adventures in used car shopping.