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Φ2' ACN4508.DBQ °! αT' ACN4511.DBQ ¿ ╪v' ACN4512.DBQ ¿ ÇÉ' CD97DBI d ( ÿ Acura CL Presentation Designed and built in the United States, the CL (which stands for Contemporary Luxury) fits midway between the Integra and the TL. Acura says it took the best features from both models to produce this new coupe. Skeptics call it an Accord Coupe dressed up in a watered-down spinoff of the CL-X protoype, which had potential. In short, the "neoclassical grille" and the bevelled shape of the trunk (which doesn't have a lock) give the CL an appearance that lends itself to debate more than it does to superlatives. Interior The Honda style is usually molded and occasionally bland. Here, some effort at elegance has been made, as the wide panel of imitation wood on the dash shows. The driving position is perfect, leg and head room is fine, but the CL falls short in the ergonomics department. The air-conditioning controls, in particular, are too small, and the front seats in the 2.2 version do not have the 3.0 version's "forward-back" function, which facilitates access to the back seats. Driving impressions The 2.2 litre engine is not exactly electrifying, but on the whole, it performs satisfactorily. The 3.0 litre V6, which was not available when this was written, is obviously teamed up with the automatic transmission (optional on the 2.2), which works flawlessly. While the steering is accurate, it is over-assisted, and the turning circle is far too wide. We should also mention that the front assembly is slack, making the body sensitive to bumpy road surfaces. Lastly, the brakes tend to have little staying power. Will the CL suit the tastes and needs of the over-40 set ? For boomers who appreciate a somooth ride, yes. CD97DBI d ÿ Presentation This all-new entry-level Acura model is a thinly-disguised, better-equipped version of the Honda Civic sedan. The J,BEL is targeted at couples in their 30's who are planning a family or who already have young children and want the convenience of four doors without giving up the fun-to-drive characteristics of a sporty car. lnterior As you might expect, the interior layout is very much like a Civic sedan. The dash is dominated by a large, high-mounted control pod for the heater and radio that is easy to reach. Fit and finish: the 1.6EL is more luxurious than a Civic, including in chrome door handles, restyled headrests and better quality seat fabric. Base models have folding rear seats, AM/FM cassette, and power conveniences. Sport models add air conditioning and a CD player. Premium models add leather, a sunroof and cassette player. Driving Impressions With the same 127 horsepower VTEC engine as the Civic Coupe Si, the 1.6 EL accelerates quicker than the 106 horsepower Civic sedan - but the engine is still noisy at higher revs. Handling, steering and braking are superior to the Civic due to larger 15 inch tires, a bigger front stabilizer bar, and revised suspension. The I.6EL is well-finished, quieter and quicker than a Civic, but it still sounds and feels like an economy car. CD97DBI d 3 ÿ Acura Integra Presentation Acura's Integra arrived in Canada along with the franchise in 1987, was revamped for 1990 and again for 1994, the last time with four-round-headlamp styling that was criticized by some as rather odd looking and lacking in excitement. These coupes (and sedans) were the entry level vehicles in the Acura range and were originally based on the Civic, although this connection is much less apparent in the current car. Only the Integra coupe is available for 1997, the sedan being replaced by Acura's new "made-in-Canada" 1.6RL sedan. The coupe is available with two versions of a 1.8 litre four-cylinder engine, a 142hp type in the RS and LS, and a high-revving screamer producing 170hp that powers the GS-R. Interior This current generation has gained in useful interior space, but these entry level Acura are still small cars, offering really tight accommodation in the rear. Trunk space falls into the adequate, rather than generous, category. Interior styling is somewhat bland for a car that is billed as a sporty machine aimed at youthful buyers, although we cannot criticize its functionality or the obvious quality of assembly. Instruments are clear and easy to read, controls well laid out, and the HVAC system effective. Seats are shaped to give decent support and are comfortable on long drives. Interior sound levels are reasonably low, and highway cruising is comfortable. Driving Impressions Stiff bodies and an all-independent, double-wishbone suspension deliver a sporty, moderately firm ride that is a bit harsh over some small, abrupt bumps. Handling is predictable, with no surprises, and steering quite linear, which makes driving the Integra coupe a pleasant experience. You'd better like high-revving engines if you're going to enjoy living with this car, though. The base engine will rev willingly to 7,000rpm or so, but doesn't make much torque low down, so you're forced to use the accurate-shifting gearbox a lot. The automatic transmission simply isn't a good choice. The 170hp version revs to just over 8,000rpm and this makes for great fun for would-be Jacques Villeneuves. In fact, some of the engine technology was borrowed from Honda's racing programs. If you like their looks, and can live with their level of practicality, Integra coupes will be rewarding cars to own. CD97DBI d 3 ÿ Acura Integra Presentation Acura's Integra arrived in Canada along with the franchise in 1987, was revamped for 1990 and again for 1994, the last time with four-round-headlamp styling that was criticized by some as rather odd looking and lacking in excitement. These coupes (and sedans) were the entry level vehicles in the Acura range and were originally based on the Civic, although this connection is much less apparent in the current car. Only the Integra coupe is available for 1997, the sedan being replaced by Acura's new "made-in-Canada" 1.6RL sedan. The coupe is available with two versions of a 1.8 litre four-cylinder engine, a 142hp type in the RS and LS, and a high-revving screamer producing 170hp that powers the GS-R. Interior This current generation has gained in useful interior space, but these entry level Acura are still small cars, offering really tight accommodation in the rear. Trunk space falls into the adequate, rather than generous, category. Interior styling is somewhat bland for a car that is billed as a sporty machine aimed at youthful buyers, although we cannot criticize its functionality or the obvious quality of assembly. Instruments are clear and easy to read, controls well laid out, and the HVAC system effective. Seats are shaped to give decent support and are comfortable on long drives. Interior sound levels are reasonably low, and highway cruising is comfortable. Driving Impressions Stiff bodies and an all-independent, double-wishbone suspension deliver a sporty, moderately firm ride that is a bit harsh over some small, abrupt bumps. Handling is predictable, with no surprises, and steering quite linear, which makes driving the Integra coupe a pleasant experience. You'd better like high-revving engines if you're going to enjoy living with this car, though. The base engine will rev willingly to 7,000rpm or so, but doesn't make much torque low down, so you're forced to use the accurate-shifting gearbox a lot. The automatic transmission simply isn't a good choice. The 170hp version revs to just over 8,000rpm and this makes for great fun for would-be Jacques Villeneuves. In fact, some of the engine technology was borrowed from Honda's racing programs. If you like their looks, and can live with their level of practicality, Integra coupes will be rewarding cars to own. CD97DBI d 4 ÿ Acura NSX-T Acura's NSX was built for one purpose: to prove that Honda's Acura division could compete with any of the world's traditional grand makes in producing a high-performance, exotic sports car. This all-aluminum bodied, mid-engined two-seater not only did that, but showed that high levels of performance could be attained by a car that was also comfortable and remarkably easy to drive. Extensive use of aluminum kept weight down, allowing the 270hp, 3.0 litre engine to deliver supercar performance but remain tractable enough for easy city driving. A high level of luxury equipment was also included, and more recently a SportShift automatic transmission and the NSX-T open-topped version were added to broaden the car's appeal. Interior The NSX is a pure two-seater, with a comfortably snug cockpit that provides adequate headroom and legroom for all but the tallest driver. The low-mounted seats are sculpted sports types designed to hold you firmly in place, although not so tight as to cause discomfort for larger drivers. Luggage space is limited to small compartments in the nose and tail. Although built for performance, it includes luxury features such as automatic climate control, a Bose stereo system, cruise control, power windows and locks, and dual airbags. Cruising at Canadian highway speeds is both comfortable and quiet enough to keep fatigue at bay. Driving Impressions The seating position is low, as is the entire car, giving you a hubcap-level view of larger vehicles on the road. Finding an ideal driving position is easy, and the light, precise controls require no special skills from the driver. Underway, you are always aware of the V-6 behind the cockpit. Spinning this engine up through the gears and hitting the 8,000rpm redline at each shift is a wonderful experience. The acceleration is fierce and the sound marvelous. Driven hard, the car feels almost perfectly balanced, and its behavior is vice-free, even at the limit. The forged aluminum suspension and specially designed tires feed information back to the driver through an electric, variable assist, rack-and-pinion steering system that points the car into corners with vernier-like accuracy. At the same time the ride isn't punishing, and overall noise levels are acceptably low. The SportShift automatic makes city use easier, while giving you the option of selecting gears for yourself. The NSX was the first of the civilized supercars, and as such is as practical in its way to commute to work in as it is to enjoy on a country road on the weekend. CD97DBI d : ÿ Acura 3.5RL Presentation With the 3.5RL, Acura claims that it can compete bumper-to-bumper with the top-of-the-line models in the Mercedes, BMW, Lexus, Infiniti and similar lineups. However, the 3.4L uses technical solutions that are diametrically opposed to those favored by its rivals (V6 and front-wheel drive), has put an end to technological gorging (no five-speed transmission, for example) and has focused quite simply on comfort and sophistication, with price and fuel consumption important considerations as well. An approach that makes one wonder if the 3.5RL is pretentious, suicidal or realistic, especially since the creative muse seemed to be conspicuously absent from design studios when the 3.5RL took shape: its lines are sorrowfully dull - it even looks a lot like a bulimic Accord. Interior When you're inside the 3.5RL, there's not a minutes doubt about what Acura's ambitions really are when it comes to this model. Leather seats and leather-lined doors and (false) wood inlays create a warm ambience. The dashboard's instrumentation is positioned within three cylinders of unequal size, a design concept not unlike the one used for Japanese cars in the early 1970s. The ignition key switch is positioned on the dashboard, squeezed in between the steering column and the bulge in the center console (watch it if you've got fat fingers!). Main controls are within easy reach for the driver and only the antiskid system and cruise control switches are masked by the steering wheel. While we're at it: you have to wonder why the remote trunk lid release is so oddly located? This model is roomy enough for four adults and the deep trunk offers easy access. Driving Impressions At this point in time, the 3.5RL is more disappointing than exciting. Maybe it wants to be judged on the basis of its efficient handling? And on that level, it sometimes does indeed reach thundering levels. Its mechanical system is so quiet it goes unnoticed, but as soon as you press down on the gas pedal, it makes it presence felt. Acceleration is solid and passing is energetic (despite a wide gap between 3rd and 4th speeds). All in all, the 3.5RL glides along without the smallest sign of running out of breath. The suspension is good at compensating for road defects and braking is reassuringly stable. A slightly light steering system fails to provide very accurate feedback on drive-wheel position. Lastly, the 3.5RL is surprisingly agile and has the advantage of a very short turning radius. The good news is that the 3.5RL makes it easy to forget the Legend, the model it replaced. The bad news is that it hasn't met with the awestruck consumer enthusiasm first predicted. CD97DBI d 4 ÿ Acura TL Presentation New additions to the Acura range for 1996 were the 3.2TL and 2.5 TL, which took the place of the Vigor in the lineup. These four-door sedans are billed by Acura as touring luxury cars designed to provide a sportier and more youthful alternative in the strong and competitive mid-luxury segment. Considering they both carry the TL designation, they're quite different in personality. The less expensive 2.5TL has the sportier flavor of the two. It's powered by a 2.5 litre, 176hp, in-line five-cylinder engine. The slightly heavier, longer and more luxuriously equipped 3.2TL has a 200hp V-6 engine. Styling is typical of Honda these days, which is to say attractive but rather conservative. Both are built on a long wheelbase to allow good interior and luggage space, and offer a full range of luxury equipment as standard. Interior The TL comfortably seats four adults, but a third passenger in the centre rear position will be very uncomfortable. Front and rear headroom and legroom are good. Luggage space is quite generous. And there's no lack of luxury. The 2.5TL comes with cloth upholstery but a leather-wrapped wheel and simulated wood on the dash and console, a power driver's seat, dual airbags, cupholders, a trunk pass-through, tilt wheel, a top-quality stereo and the usual power assists. The 3.2TL adds full leather trim, a power passenger seat, sunroof, heated seats and keyless entry. The stiff competition in this class means buyers get a lot for their money. Interior noise levels are commendably low, and we have no complaints about how instruments and controls are laid out. Attractive and user friendly. Driving Impressions As noted above, these are different cars. Both have a fully-independent double-wishbone suspensions, four disc brakes with ABS and rack-and pinion steering, but the 2.5TL has a tauter suspension, lower profile tires, and a quicker steering ratio to complement that lively five-cylinder engine. Although it gives away power to its sibling, it is certainly the sportier of the two, although ride remains compliant. The 3.2Tl is about 100kg heavier, has slower steering, and suspension and tires tuned for ride comfort rather than precise handling. It's the quicker of the two, but not by much, and its torquier motor makes it a more relaxed drive. Both are available only with four-speed automatic transmissions. Acura's TLs may be faulted for rather conservative styling and a lack of a distinct personality, but both offer plenty of refinement, comfort, equipment and safety. CD97DBI d 4 ÿ Acura TL Presentation New additions to the Acura range for 1996 were the 3.2TL and 2.5 TL, which took the place of the Vigor in the lineup. These four-door sedans are billed by Acura as touring luxury cars designed to provide a sportier and more youthful alternative in the strong and competitive mid-luxury segment. Considering they both carry the TL designation, they're quite different in personality. The less expensive 2.5TL has the sportier flavor of the two. It's powered by a 2.5 litre, 176hp, in-line five-cylinder engine. The slightly heavier, longer and more luxuriously equipped 3.2TL has a 200hp V-6 engine. Styling is typical of Honda these days, which is to say attractive but rather conservative. Both are built on a long wheelbase to allow good interior and luggage space, and offer a full range of luxury equipment as standard. Interior The TL comfortably seats four adults, but a third passenger in the centre rear position will be very uncomfortable. Front and rear headroom and legroom are good. Luggage space is quite generous. And there's no lack of luxury. The 2.5TL comes with cloth upholstery but a leather-wrapped wheel and simulated wood on the dash and console, a power driver's seat, dual airbags, cupholders, a trunk pass-through, tilt wheel, a top-quality stereo and the usual power assists. The 3.2TL adds full leather trim, a power passenger seat, sunroof, heated seats and keyless entry. The stiff competition in this class means buyers get a lot for their money. Interior noise levels are commendably low, and we have no complaints about how instruments and controls are laid out. Attractive and user friendly. Driving Impressions As noted above, these are different cars. Both have a fully-independent double-wishbone suspensions, four disc brakes with ABS and rack-and pinion steering, but the 2.5TL has a tauter suspension, lower profile tires, and a quicker steering ratio to complement that lively five-cylinder engine. Although it gives away power to its sibling, it is certainly the sportier of the two, although ride remains compliant. The 3.2Tl is about 100kg heavier, has slower steering, and suspension and tires tuned for ride comfort rather than precise handling. It's the quicker of the two, but not by much, and its torquier motor makes it a more relaxed drive. Both are available only with four-speed automatic transmissions. Acura's TLs may be faulted for rather conservative styling and a lack of a distinct personality, but both offer plenty of refinement, comfort, equipment and safety. CD97DBI d B ÿ Aston Martin DB7 Presentation When a panel of Italian artists, sculptors and photographers votes a British car designed by a Scotsman ∞s One of the most beautiful in the world it has to be something special - and the Aston Martin DB7 coupe certainly is. But the arrival of the DB7 Volante convertible in 1996 has, arguably, overshadowed it. Both combine modern and classical lines that evoke a heritage that began in pre world war one days, includes wins at Le Mans, and reflects present day Ford ownership. Both have that instantly recognizable DB grille, but the coupe looks the more purposeful of the pair, with a ∞just launchedε stance, even when standing still. The convertible simply looks elegant. Both became available in Canada in 1996. Interior Both coupe and convertible are two-plus-twos, with severely restricted rear seat leg room. Up front you sit low in the car, on supportive, Connoly leather clad power seats with contrasting piping. They are located between wide sills and a high centre console mounting either the automatic transmissionφs selector or the five-speed manualφs gearshift. Deep pile carpets, and burr walnut paneling add that all-important traditional British luxury look and feel. Instrument layout is simple, with large tach and speedometer flanked by four secondary gauges. The steering wheel is large and hand-filling, and the view out over that long hood wonderful. The two tone interior color schemes tend to the flamboyant. Not a car for those who donφt want to be noticed. Driving Impressions The last lightweight Aston Martins were built in the 1930s. Those that followed were large, heavy and brutally powerful machines. The DB7s retain this feel, in dramatically updated form. An inline six cylinder engine still provides the power, as it has since the early 50s, with drive through the rear wheels. This one is a 3.2 litre, 24-valve unit with power boosted to 325hp by a supercharger. Torquey and flexible, it makes the car a smooth and easy around town driver, while delivering pulse-quickening acceleration on demand. Ultra low profile Bridgestone tires, and independent front and rear suspension deliver a reassuringly firm, but supple ride, and the four, big, ABS-equipped discs provide plenty of stopping power. After struggling through decades of changing ownership, Aston Martin finally seems to have found the right partner in Ford, and this shows in the DB7 coupe and Volante convertible. They are more than worthy bearers of the Aston Martin tradition. Plus Two-plus-two seating means friends wonφt enjoy your DB7 as much as you do. Minus Lack of dealers restricts maintenance and emergency service support in North America. Stunning good looks and performance, are matched by the cars exclusivity. Only 1,800 Aston Martins have been sold in North America since 1950. -30- CD97DBI d B ÿ Aston Martin DB7 Presentation When a panel of Italian artists, sculptors and photographers votes a British car designed by a Scotsman ∞s One of the most beautiful in the world it has to be something special - and the Aston Martin DB7 coupe certainly is. But the arrival of the DB7 Volante convertible in 1996 has, arguably, overshadowed it. Both combine modern and classical lines that evoke a heritage that began in pre world war one days, includes wins at Le Mans, and reflects present day Ford ownership. Both have that instantly recognizable DB grille, but the coupe looks the more purposeful of the pair, with a ∞just launchedε stance, even when standing still. The convertible simply looks elegant. Both became available in Canada in 1996. Interior Both coupe and convertible are two-plus-twos, with severely restricted rear seat leg room. Up front you sit low in the car, on supportive, Connoly leather clad power seats with contrasting piping. They are located between wide sills and a high centre console mounting either the automatic transmissionφs selector or the five-speed manualφs gearshift. Deep pile carpets, and burr walnut paneling add that all-important traditional British luxury look and feel. Instrument layout is simple, with large tach and speedometer flanked by four secondary gauges. The steering wheel is large and hand-filling, and the view out over that long hood wonderful. The two tone interior color schemes tend to the flamboyant. Not a car for those who donφt want to be noticed. Driving Impressions The last lightweight Aston Martins were built in the 1930s. Those that followed were large, heavy and brutally powerful machines. The DB7s retain this feel, in dramatically updated form. An inline six cylinder engine still provides the power, as it has since the early 50s, with drive through the rear wheels. This one is a 3.2 litre, 24-valve unit with power boosted to 325hp by a supercharger. Torquey and flexible, it makes the car a smooth and easy around town driver, while delivering pulse-quickening acceleration on demand. Ultra low profile Bridgestone tires, and independent front and rear suspension deliver a reassuringly firm, but supple ride, and the four, big, ABS-equipped discs provide plenty of stopping power. After struggling through decades of changing ownership, Aston Martin finally seems to have found the right partner in Ford, and this shows in the DB7 coupe and Volante convertible. They are more than worthy bearers of the Aston Martin tradition. Plus Two-plus-two seating means friends wonφt enjoy your DB7 as much as you do. Minus Lack of dealers restricts maintenance and emergency service support in North America. Stunning good looks and performance, are matched by the cars exclusivity. Only 1,800 Aston Martins have been sold in North America since 1950. -30- CD97DBI d % ÿ Audi A4 Presentation The launch of the A4 heralds a new chapter of Audi's history in North American. The manufacturer has restructured operations, sharpened its marketing focus, slashed prices and selectively added to its dealer network. A year after its triumphant entrance on the scene, Audi is promising an optional 30-valve cylinder head to energize its sleepy V6, as well as a new, more economical A4 Turbo. Interior Inside, one is immediately struck by the good and apparently sturdy construction. Rear seat passengers will feel squeezed, though the driver will have no complaints. The power seat (optional) and height-adjustable steering (at last!) combine for a comfortable driving position, despite a console that intrudes on the right knee. The dashboard has all of the necessary controls; the main ones are easy to reach, if not always easily identifiable. Trunk size is adequate, and the rear seat back has an opening to accommodate skis. Driving Impressions On the road, our positive first impressions were confirmed. This is a stable, comfortable, car with character-this is especially true of the Quattro version, which outclasses all of its rivals on slippery roads. The brakes are powerful and responsive, and the steering accurate and nimble enough to be somewhat surprising at first. The car's standard 2.8 liter V6 engine (172 hp) is short on bite-particularly with an automatic transmission that occasionally has trouble finding the right gear. The manual shifter, on the other hand, is precise, but shifting favours fuel economy and top speed over accelerations. Audi will assure an even brighter future for the A4 by putting new engines under the hood. CD97DBI d % ÿ Audi A4 Presentation The launch of the A4 heralds a new chapter of Audi's history in North American. The manufacturer has restructured operations, sharpened its marketing focus, slashed prices and selectively added to its dealer network. A year after its triumphant entrance on the scene, Audi is promising an optional 30-valve cylinder head to energize its sleepy V6, as well as a new, more economical A4 Turbo. Interior Inside, one is immediately struck by the good and apparently sturdy construction. Rear seat passengers will feel squeezed, though the driver will have no complaints. The power seat (optional) and height-adjustable steering (at last!) combine for a comfortable driving position, despite a console that intrudes on the right knee. The dashboard has all of the necessary controls; the main ones are easy to reach, if not always easily identifiable. Trunk size is adequate, and the rear seat back has an opening to accommodate skis. Driving Impressions On the road, our positive first impressions were confirmed. This is a stable, comfortable, car with character-this is especially true of the Quattro version, which outclasses all of its rivals on slippery roads. The brakes are powerful and responsive, and the steering accurate and nimble enough to be somewhat surprising at first. The car's standard 2.8 liter V6 engine (172 hp) is short on bite-particularly with an automatic transmission that occasionally has trouble finding the right gear. The manual shifter, on the other hand, is precise, but shifting favours fuel economy and top speed over accelerations. Audi will assure an even brighter future for the A4 by putting new engines under the hood. CD97DBI d $ ÿ Audi A6 Presentation Despite a new name and many retouches, nothing has really pushed the A6 onto center-stage or convinced anyone that it is anything more than a remodelled Audi 100. Forced to make something of a bad situation, the German firm is giving us the A6 for the last time before replacing it with a version with a 5-valve cylinder head engine. Until then, only the sportier S6 saves this fading group from total oblivion. Interior While somewhat austere, the presentation and finishing are very good. The curved contours of the seats make them extremely comfortable and supportive. Interior space is a strong suit of the A6, putting it well ahead of its competitors, particularly the German makes. The dash is one of the best we've seen, with complete and visible controls. The same cannot be said of the dull smattering of controls on the central console, nor of those that bristle from the shift levers. Confusing to use. Driving Impressions On the road, the A6 is still impressive. But the steering could be tighter and the body tends to rock in corners. A recalibrated suspension would solve this problem and reduce the need to pump the wimpy brakes to get a reaction. The output of the six cylinder engine is just average for a car of this category. Luckily, it is well served by a four-speed automatic transmission, which is fine except for a staircase-style shifting grid that can be awkward at times. CD97DBI d # ÿ Audi A6 Presentation Despite a new name and many retouches, nothing has really pushed the A6 onto center-stage or convinced anyone that it is anything more than a remodelled Audi 100. Forced to make something of a bad situation, the German firm is giving us the A6 for the last time before replacing it with a version with a 5-valve cylinder head engine. Until then, only the sportier S6 saves this fading group from total oblivion. Interior While somewhat austere, the presentation and finishing are very good. The curved contours of the seats make them extremely comfortable and supportive. Interior space is a strong suit of the A6, putting it well ahead of its competitors, particularly the German makes. The dash is one of the best we've seen, with complete and visible controls. The same cannot be said of the dull smattering of controls on the central console, nor of those that bristle from the shift levers. Confusing to use. Driving Impressions On the road, the A6 is still impressive. But the steering could be tighter and the body tends to rock in corners. A recalibrated suspension would solve this problem and reduce the need to pump the wimpy brakes to get a reaction. The output of the six cylinder engine is just average for a car of this category. Luckily, it is well served by a four-speed automatic transmission, which is fine except for a staircase-style shifting grid that can be awkward at times. CD97DBI d $ ÿ Audi A8 Presentation The Audi A8 is the only luxury sedan to have an all-aluminum body and structure, the fruit of 10 years of combined research with Alcoa. Introduced on the European market in 1994, it's now being launched in North America. This imposing sedan has it over its competitors, thanks to the 140 kg weight advantage the aluminum affords. It is equipped with a 4.2 litre, 300 hp V8, coupled with the famous German Quattro integral transmission. Americans can purchase a front-wheel drive, 3.7 litre V8 version of the A8. Interior The quality of their finish and the richness of materials used in their interior have made Audi vehicles a force to contend with in recent years. The A8 is no exception to the rule. It offers a highly competitive level of comfort and equipment. There could, however, be a bit more room for passengers sitting in the rear, especially with regard to leg room when the front seats are adjusted to their lowest position. Moreover, the A8 is the first car this year to be equipped with six airbags, of which four are located at the sides. Driving Impressions With its ingenious multiple-arm suspension, low profile, ts long wheelbase, very wide track width and Quattro transmission, the A8 offers unprecedented road safety. It is not the most exciting car to drive, and the heading hold of the first cars tested wasn't perfect, perhaps due to the tires. You could also expect higher performance from a 300 hp car. Aside from these few flaws, the A8 is the safest and possibly the best of the luxury sedans - a remarkable technical feat. CD97DBI d # ÿ Audi A6 Presentation Despite a new name and many retouches, nothing has really pushed the A6 onto center-stage or convinced anyone that it is anything more than a remodelled Audi 100. Forced to make something of a bad situation, the German firm is giving us the A6 for the last time before replacing it with a version with a 5-valve cylinder head engine. Until then, only the sportier S6 saves this fading group from total oblivion. Interior While somewhat austere, the presentation and finishing are very good. The curved contours of the seats make them extremely comfortable and supportive. Interior space is a strong suit of the A6, putting it well ahead of its competitors, particularly the German makes. The dash is one of the best we've seen, with complete and visible controls. The same cannot be said of the dull smattering of controls on the central console, nor of those that bristle from the shift levers. Confusing to use. Driving Impressions On the road, the A6 is still impressive. But the steering could be tighter and the body tends to rock in corners. A recalibrated suspension would solve this problem and reduce the need to pump the wimpy brakes to get a reaction. The output of the six cylinder engine is just average for a car of this category. Luckily, it is well served by a four-speed automatic transmission, which is fine except for a staircase-style shifting grid that can be awkward at times. CD97DBI d E ÿ Bentley Presentation The following lines have a twofold objective: first of all, providing information to the tiny minority of consumers who are sufficiently well-off to buy a Rolls Royce, and turning the majority of the population who can't possible hope to afford this kind of mobile country home positively green with envy. Three Rolls are available: the Silver Dawn, the Silver Spur and the Park Ward Limousine, a lean and mean machine built to meet the specifications set by its future owner. The Bentley lineup is more extensive: the Brooklands SWB and LWB (i.e.: with a short or long wheelbase), the Turbo R, which also comes in two sizes, the short available only on special order (at the same price as the long version, namely $254,300) and coupes represented by the Continental R and T. The purebred in the stable, the T, is new for 1997: shorter and lighter than the R, it has a very aggressive look, with outsized fenders and wide, low-profile tires, not to mention its 400-hp engine! Rounding out the range is the Azure convertible, at $437,900 the most expensive of all the RRs and Bentleys. Interior You can't buy a car for the equivalent of the gross domestic product of a Third World village without expecting to find comfort that's so good, it can barely be put into words. Besides the Connolly leather, which makes sitting in these cars an ethereal experience, the huge passenger compartments incorporate the epitome of luxury: automatic deodorizing to chase away cigar fumes, mirrors, a mini bar, document holders, a writing table, etc. At the flick of a single button, the Azure's top folds down quickly into its prescribed space at the rear of the vehicle. The Continental T, for its part, strives to be different: instead of swamping its occupants in walnut inlays, its dashboard includes a checkerboard instrument panel that's molded in carbon, or if you prefer, a plaque that's aluminum-forged. That's all it takes to ensure a truly unique look and to justify in one of many small ways the $432,000 asking price. Driving Impressions With the introduction of the Turbo R, there can be no doubt: a Rolls Royce is a lifetime dream come true. After years of hard work, this is the ultimate reward. At Bentley, executives would have been more than happy to adopt the famous "Ultimate Driving Machine" slogan, if only BMW had gotten to it first. No other builder brings combines so much space with so much power. No other car is this magnificent and this fast. The Silver Dawn, the least expensive model ($197,600), is the only one powered by a normally-aspirated 6.7L V8. RR won't divulge its output, content to say that its is "sufficient". But an educated guess would be 260 horses, since the two other RR models have 300 horses at their disposal thanks to a light turbo unit coupled with the 6.7L. The same engine is used on the Bentley Brooklands. The Turbo R, the Continental R and the Azure climb to 385 horses thanks to a full-size turbo. Only the Continental T can lay claim to harnessing 400 horses (at least). The most impressive fact: the overall weight of these collossal cars, at 2.5 tons and more, has absolutely no negative effect on their supremely smooth ride. And as for noise levels, they are the best in the industry. You know that you're in a world of your own when the price of your car takes as many digits as a telephone number! CD97DBI d F ÿ Bentley Presentation The following lines have a twofold objective: first of all, providing information to the tiny minority of consumers who are sufficiently well-off to buy a Rolls Royce, and turning the majority of the population who can't possible hope to afford this kind of mobile country home positively green with envy. Three Rolls are available: the Silver Dawn, the Silver Spur and the Park Ward Limousine, a lean and mean machine built to meet the specifications set by its future owner. The Bentley lineup is more extensive: the Brooklands SWB and LWB (i.e.: with a short or long wheelbase), the Turbo R, which also comes in two sizes, the short available only on special order (at the same price as the long version, namely $254,300) and coupes represented by the Continental R and T. The purebred in the stable, the T, is new for 1997: shorter and lighter than the R, it has a very aggressive look, with outsized fenders and wide, low-profile tires, not to mention its 400-hp engine! Rounding out the range is the Azure convertible, at $437,900 the most expensive of all the RRs and Bentleys. Interior You can't buy a car for the equivalent of the gross domestic product of a Third World village without expecting to find comfort that's so good, it can barely be put into words. Besides the Connolly leather, which makes sitting in these cars an ethereal experience, the huge passenger compartments incorporate the epitome of luxury: automatic deodorizing to chase away cigar fumes, mirrors, a mini bar, document holders, a writing table, etc. At the flick of a single button, the Azure's top folds down quickly into its prescribed space at the rear of the vehicle. The Continental T, for its part, strives to be different: instead of swamping its occupants in walnut inlays, its dashboard includes a checkerboard instrument panel that's molded in carbon, or if you prefer, a plaque that's aluminum-forged. That's all it takes to ensure a truly unique look and to justify in one of many small ways the $432,000 asking price. Driving Impressions With the introduction of the Turbo R, there can be no doubt: a Rolls Royce is a lifetime dream come true. After years of hard work, this is the ultimate reward. At Bentley, executives would have been more than happy to adopt the famous "Ultimate Driving Machine" slogan, if only BMW had gotten to it first. No other builder brings combines so much space with so much power. No other car is this magnificent and this fast. The Silver Dawn, the least expensive model ($197,600), is the only one powered by a normally-aspirated 6.7L V8. RR won't divulge its output, content to say that its is "sufficient". But an educated guess would be 260 horses, since the two other RR models have 300 horses at their disposal thanks to a light turbo unit coupled with the 6.7L. The same engine is used on the Bentley Brooklands. The Turbo R, the Continental R and the Azure climb to 385 horses thanks to a full-size turbo. Only the Continental T can lay claim to harnessing 400 horses (at least). The most impressive fact: the overall weight of these collossal cars, at 2.5 tons and more, has absolutely no negative effect on their supremely smooth ride. And as for noise levels, they are the best in the industry. You know that you're in a world of your own when the price of your car takes as many digits as a telephone number! CD97DBI d E ÿ Bentley Presentation The following lines have a twofold objective: first of all, providing information to the tiny minority of consumers who are sufficiently well-off to buy a Rolls Royce, and turning the majority of the population who can't possible hope to afford this kind of mobile country home positively green with envy. Three Rolls are available: the Silver Dawn, the Silver Spur and the Park Ward Limousine, a lean and mean machine built to meet the specifications set by its future owner. The Bentley lineup is more extensive: the Brooklands SWB and LWB (i.e.: with a short or long wheelbase), the Turbo R, which also comes in two sizes, the short available only on special order (at the same price as the long version, namely $254,300) and coupes represented by the Continental R and T. The purebred in the stable, the T, is new for 1997: shorter and lighter than the R, it has a very aggressive look, with outsized fenders and wide, low-profile tires, not to mention its 400-hp engine! Rounding out the range is the Azure convertible, at $437,900 the most expensive of all the RRs and Bentleys. Interior You can't buy a car for the equivalent of the gross domestic product of a Third World village without expecting to find comfort that's so good, it can barely be put into words. Besides the Connolly leather, which makes sitting in these cars an ethereal experience, the huge passenger compartments incorporate the epitome of luxury: automatic deodorizing to chase away cigar fumes, mirrors, a mini bar, document holders, a writing table, etc. At the flick of a single button, the Azure's top folds down quickly into its prescribed space at the rear of the vehicle. The Continental T, for its part, strives to be different: instead of swamping its occupants in walnut inlays, its dashboard includes a checkerboard instrument panel that's molded in carbon, or if you prefer, a plaque that's aluminum-forged. That's all it takes to ensure a truly unique look and to justify in one of many small ways the $432,000 asking price. Driving Impressions With the introduction of the Turbo R, there can be no doubt: a Rolls Royce is a lifetime dream come true. After years of hard work, this is the ultimate reward. At Bentley, executives would have been more than happy to adopt the famous "Ultimate Driving Machine" slogan, if only BMW had gotten to it first. No other builder brings combines so much space with so much power. No other car is this magnificent and this fast. The Silver Dawn, the least expensive model ($197,600), is the only one powered by a normally-aspirated 6.7L V8. RR won't divulge its output, content to say that its is "sufficient". But an educated guess would be 260 horses, since the two other RR models have 300 horses at their disposal thanks to a light turbo unit coupled with the 6.7L. The same engine is used on the Bentley Brooklands. The Turbo R, the Continental R and the Azure climb to 385 horses thanks to a full-size turbo. Only the Continental T can lay claim to harnessing 400 horses (at least). The most impressive fact: the overall weight of these collossal cars, at 2.5 tons and more, has absolutely no negative effect on their supremely smooth ride. And as for noise levels, they are the best in the industry. You know that you're in a world of your own when the price of your car takes as many digits as a telephone number! CD97DBI d E ÿ Bentley Presentation The following lines have a twofold objective: first of all, providing information to the tiny minority of consumers who are sufficiently well-off to buy a Rolls Royce, and turning the majority of the population who can't possible hope to afford this kind of mobile country home positively green with envy. Three Rolls are available: the Silver Dawn, the Silver Spur and the Park Ward Limousine, a lean and mean machine built to meet the specifications set by its future owner. The Bentley lineup is more extensive: the Brooklands SWB and LWB (i.e.: with a short or long wheelbase), the Turbo R, which also comes in two sizes, the short available only on special order (at the same price as the long version, namely $254,300) and coupes represented by the Continental R and T. The purebred in the stable, the T, is new for 1997: shorter and lighter than the R, it has a very aggressive look, with outsized fenders and wide, low-profile tires, not to mention its 400-hp engine! Rounding out the range is the Azure convertible, at $437,900 the most expensive of all the RRs and Bentleys. Interior You can't buy a car for the equivalent of the gross domestic product of a Third World village without expecting to find comfort that's so good, it can barely be put into words. Besides the Connolly leather, which makes sitting in these cars an ethereal experience, the huge passenger compartments incorporate the epitome of luxury: automatic deodorizing to chase away cigar fumes, mirrors, a mini bar, document holders, a writing table, etc. At the flick of a single button, the Azure's top folds down quickly into its prescribed space at the rear of the vehicle. The Continental T, for its part, strives to be different: instead of swamping its occupants in walnut inlays, its dashboard includes a checkerboard instrument panel that's molded in carbon, or if you prefer, a plaque that's aluminum-forged. That's all it takes to ensure a truly unique look and to justify in one of many small ways the $432,000 asking price. Driving Impressions With the introduction of the Turbo R, there can be no doubt: a Rolls Royce is a lifetime dream come true. After years of hard work, this is the ultimate reward. At Bentley, executives would have been more than happy to adopt the famous "Ultimate Driving Machine" slogan, if only BMW had gotten to it first. No other builder brings combines so much space with so much power. No other car is this magnificent and this fast. The Silver Dawn, the least expensive model ($197,600), is the only one powered by a normally-aspirated 6.7L V8. RR won't divulge its output, content to say that its is "sufficient". But an educated guess would be 260 horses, since the two other RR models have 300 horses at their disposal thanks to a light turbo unit coupled with the 6.7L. The same engine is used on the Bentley Brooklands. The Turbo R, the Continental R and the Azure climb to 385 horses thanks to a full-size turbo. Only the Continental T can lay claim to harnessing 400 horses (at least). The most impressive fact: the overall weight of these collossal cars, at 2.5 tons and more, has absolutely no negative effect on their supremely smooth ride. And as for noise levels, they are the best in the industry. You know that you're in a world of your own when the price of your car takes as many digits as a telephone number! CD97DBI d 9 ÿ BMW 318 Presentation The Bavarian Motor Werk company owes a lot to the 3-Series, which brings in the bacon and accounts for 65% of worldwide sales. Without the 3-Series, BMW wouldn't be the dynamic and flourishing firm we know today. All this to say that the Bavarian builder is actively preparing to launch a fifth generation of this very profitable series on the roads of Europe, as early as next spring, just a few month before it comes to this side of the Atlantic. Given the stakes involved in this revamping, it's easier to understand why BMW is letting the current generation go as is, the better to concentrate its energy on the one coming up. So the 1997 vintage of the 3-Series is differently only because of its shinier nose and the return of the diabolical M3. Interior Rumor has it that the E42 project (the code name given to the next 3-Series) has addressed the small errors so often criticized on the current generation. The list of its drawbacks is surprising given the halo of prestige that follows BMW everywhere it goes on the automotive market: sedans with difficult entry and exit for rear seat passengers, a narrow passenger compartment where space is at a premium and most importantly, finishing of questionable quality given the asking price. Add to this a cold interior design, in sharp contrast to the conviviality typical of most Bavarian get-togethers. Lastly, we feel duty-bound to mention (for the last time?) the endless and expensive list of optional accessories, often essential if the buyer want to give his or her 3-Series purchase acceptable comfort and luxury levels. Driving Impressions For our greater good, BMW revised its power trains last year. While the changes made to the four-cylinder are hard to detect, its easier to see the "value-added" component on the 2.8L in-line six-cylinder. Energetic and capable of good performance levels, this unit makes the most of the assets typical of a body design as refined as the 3-Series' design. Handling is well-balanced and consistent, and the precise steering system adds to overall driveability. Things deteriorate only on wet or snowy roads. But your BMW salesperson will not doubt rush to correct the situation by praising the qualities of the ASC-T antiskid system, an option (of course!) that goes for $1,910. People who swear by this make won't take kindly to the following saying, but we think that it does indeed apply to the 3-Series, on the point of being replaced: "Spare the rod and spoil the child (read car-builder)". CD97DBI d : ÿ BMW 318 Presentation The Bavarian Motor Werk company owes a lot to the 3-Series, which brings in the bacon and accounts for 65% of worldwide sales. Without the 3-Series, BMW wouldn't be the dynamic and flourishing firm we know today. All this to say that the Bavarian builder is actively preparing to launch a fifth generation of this very profitable series on the roads of Europe, as early as next spring, just a few month before it comes to this side of the Atlantic. Given the stakes involved in this revamping, it's easier to understand why BMW is letting the current generation go as is, the better to concentrate its energy on the one coming up. So the 1997 vintage of the 3-Series is differently only because of its shinier nose and the return of the diabolical M3. Interior Rumor has it that the E42 project (the code name given to the next 3-Series) has addressed the small errors so often criticized on the current generation. The list of its drawbacks is surprising given the halo of prestige that follows BMW everywhere it goes on the automotive market: sedans with difficult entry and exit for rear seat passengers, a narrow passenger compartment where space is at a premium and most importantly, finishing of questionable quality given the asking price. Add to this a cold interior design, in sharp contrast to the conviviality typical of most Bavarian get-togethers. Lastly, we feel duty-bound to mention (for the last time?) the endless and expensive list of optional accessories, often essential if the buyer want to give his or her 3-Series purchase acceptable comfort and luxury levels. Driving Impressions For our greater good, BMW revised its power trains last year. While the changes made to the four-cylinder are hard to detect, its easier to see the "value-added" component on the 2.8L in-line six-cylinder. Energetic and capable of good performance levels, this unit makes the most of the assets typical of a body design as refined as the 3-Series' design. Handling is well-balanced and consistent, and the precise steering system adds to overall driveability. Things deteriorate only on wet or snowy roads. But your BMW salesperson will not doubt rush to correct the situation by praising the qualities of the ASC-T antiskid system, an option (of course!) that goes for $1,910. People who swear by this make won't take kindly to the following saying, but we think that it does indeed apply to the 3-Series, on the point of being replaced: "Spare the rod and spoil the child (read car-builder)". CD97DBI d 9 ÿ BMW 318 Presentation The Bavarian Motor Werk company owes a lot to the 3-Series, which brings in the bacon and accounts for 65% of worldwide sales. Without the 3-Series, BMW wouldn't be the dynamic and flourishing firm we know today. All this to say that the Bavarian builder is actively preparing to launch a fifth generation of this very profitable series on the roads of Europe, as early as next spring, just a few month before it comes to this side of the Atlantic. Given the stakes involved in this revamping, it's easier to understand why BMW is letting the current generation go as is, the better to concentrate its energy on the one coming up. So the 1997 vintage of the 3-Series is differently only because of its shinier nose and the return of the diabolical M3. Interior Rumor has it that the E42 project (the code name given to the next 3-Series) has addressed the small errors so often criticized on the current generation. The list of its drawbacks is surprising given the halo of prestige that follows BMW everywhere it goes on the automotive market: sedans with difficult entry and exit for rear seat passengers, a narrow passenger compartment where space is at a premium and most importantly, finishing of questionable quality given the asking price. Add to this a cold interior design, in sharp contrast to the conviviality typical of most Bavarian get-togethers. Lastly, we feel duty-bound to mention (for the last time?) the endless and expensive list of optional accessories, often essential if the buyer want to give his or her 3-Series purchase acceptable comfort and luxury levels. Driving Impressions For our greater good, BMW revised its power trains last year. While the changes made to the four-cylinder are hard to detect, its easier to see the "value-added" component on the 2.8L in-line six-cylinder. Energetic and capable of good performance levels, this unit makes the most of the assets typical of a body design as refined as the 3-Series' design. Handling is well-balanced and consistent, and the precise steering system adds to overall driveability. Things deteriorate only on wet or snowy roads. But your BMW salesperson will not doubt rush to correct the situation by praising the qualities of the ASC-T antiskid system, an option (of course!) that goes for $1,910. People who swear by this make won't take kindly to the following saying, but we think that it does indeed apply to the 3-Series, on the point of being replaced: "Spare the rod and spoil the child (read car-builder)". CD97DBI d : ÿ BMW 318 Presentation The Bavarian Motor Werk company owes a lot to the 3-Series, which brings in the bacon and accounts for 65% of worldwide sales. Without the 3-Series, BMW wouldn't be the dynamic and flourishing firm we know today. All this to say that the Bavarian builder is actively preparing to launch a fifth generation of this very profitable series on the roads of Europe, as early as next spring, just a few month before it comes to this side of the Atlantic. Given the stakes involved in this revamping, it's easier to understand why BMW is letting the current generation go as is, the better to concentrate its energy on the one coming up. So the 1997 vintage of the 3-Series is differently only because of its shinier nose and the return of the diabolical M3. Interior Rumor has it that the E42 project (the code name given to the next 3-Series) has addressed the small errors so often criticized on the current generation. The list of its drawbacks is surprising given the halo of prestige that follows BMW everywhere it goes on the automotive market: sedans with difficult entry and exit for rear seat passengers, a narrow passenger compartment where space is at a premium and most importantly, finishing of questionable quality given the asking price. Add to this a cold interior design, in sharp contrast to the conviviality typical of most Bavarian get-togethers. Lastly, we feel duty-bound to mention (for the last time?) the endless and expensive list of optional accessories, often essential if the buyer want to give his or her 3-Series purchase acceptable comfort and luxury levels. Driving Impressions For our greater good, BMW revised its power trains last year. While the changes made to the four-cylinder are hard to detect, its easier to see the "value-added" component on the 2.8L in-line six-cylinder. Energetic and capable of good performance levels, this unit makes the most of the assets typical of a body design as refined as the 3-Series' design. Handling is well-balanced and consistent, and the precise steering system adds to overall driveability. Things deteriorate only on wet or snowy roads. But your BMW salesperson will not doubt rush to correct the situation by praising the qualities of the ASC-T antiskid system, an option (of course!) that goes for $1,910. People who swear by this make won't take kindly to the following saying, but we think that it does indeed apply to the 3-Series, on the point of being replaced: "Spare the rod and spoil the child (read car-builder)". CD97DBI d : ÿ BMW 328 Presentation The Bavarian Motor Werk company owes a lot to the 3-Series, which brings in the bacon and accounts for 65% of worldwide sales. Without the 3-Series, BMW wouldn't be the dynamic and flourishing firm we know today. All this to say that the Bavarian builder is actively preparing to launch a fifth generation of this very profitable series on the roads of Europe, as early as next spring, just a few month before it comes to this side of the Atlantic. Given the stakes involved in this revamping, it's easier to understand why BMW is letting the current generation go as is, the better to concentrate its energy on the one coming up. So the 1997 vintage of the 3-Series is differently only because of its shinier nose and the return of the diabolical M3. Interior Rumor has it that the E42 project (the code name given to the next 3-Series) has addressed the small errors so often criticized on the current generation. The list of its drawbacks is surprising given the halo of prestige that follows BMW everywhere it goes on the automotive market: sedans with difficult entry and exit for rear seat passengers, a narrow passenger compartment where space is at a premium and most importantly, finishing of questionable quality given the asking price. Add to this a cold interior design, in sharp contrast to the conviviality typical of most Bavarian get-togethers. Lastly, we feel duty-bound to mention (for the last time?) the endless and expensive list of optional accessories, often essential if the buyer want to give his or her 3-Series purchase acceptable comfort and luxury levels. Driving Impressions For our greater good, BMW revised its power trains last year. While the changes made to the four-cylinder are hard to detect, its easier to see the "value-added" component on the 2.8L in-line six-cylinder. Energetic and capable of good performance levels, this unit makes the most of the assets typical of a body design as refined as the 3-Series' design. Handling is well-balanced and consistent, and the precise steering system adds to overall driveability. Things deteriorate only on wet or snowy roads. But your BMW salesperson will not doubt rush to correct the situation by praising the qualities of the ASC-T antiskid system, an option (of course!) that goes for $1,910. People who swear by this make won't take kindly to the following saying, but we think that it does indeed apply to the 3-Series, on the point of being replaced: "Spare the rod and spoil the child (read car-builder)". CD97DBI d : ÿ BMW 328 Presentation The Bavarian Motor Werk company owes a lot to the 3-Series, which brings in the bacon and accounts for 65% of worldwide sales. Without the 3-Series, BMW wouldn't be the dynamic and flourishing firm we know today. All this to say that the Bavarian builder is actively preparing to launch a fifth generation of this very profitable series on the roads of Europe, as early as next spring, just a few month before it comes to this side of the Atlantic. Given the stakes involved in this revamping, it's easier to understand why BMW is letting the current generation go as is, the better to concentrate its energy on the one coming up. So the 1997 vintage of the 3-Series is differently only because of its shinier nose and the return of the diabolical M3. Interior Rumor has it that the E42 project (the code name given to the next 3-Series) has addressed the small errors so often criticized on the current generation. The list of its drawbacks is surprising given the halo of prestige that follows BMW everywhere it goes on the automotive market: sedans with difficult entry and exit for rear seat passengers, a narrow passenger compartment where space is at a premium and most importantly, finishing of questionable quality given the asking price. Add to this a cold interior design, in sharp contrast to the conviviality typical of most Bavarian get-togethers. Lastly, we feel duty-bound to mention (for the last time?) the endless and expensive list of optional accessories, often essential if the buyer want to give his or her 3-Series purchase acceptable comfort and luxury levels. Driving Impressions For our greater good, BMW revised its power trains last year. While the changes made to the four-cylinder are hard to detect, its easier to see the "value-added" component on the 2.8L in-line six-cylinder. Energetic and capable of good performance levels, this unit makes the most of the assets typical of a body design as refined as the 3-Series' design. Handling is well-balanced and consistent, and the precise steering system adds to overall driveability. Things deteriorate only on wet or snowy roads. But your BMW salesperson will not doubt rush to correct the situation by praising the qualities of the ASC-T antiskid system, an option (of course!) that goes for $1,910. People who swear by this make won't take kindly to the following saying, but we think that it does indeed apply to the 3-Series, on the point of being replaced: "Spare the rod and spoil the child (read car-builder)". CD97DBI d 9 ÿ BMW 328 Presentation The Bavarian Motor Werk company owes a lot to the 3-Series, which brings in the bacon and accounts for 65% of worldwide sales. Without the 3-Series, BMW wouldn't be the dynamic and flourishing firm we know today. All this to say that the Bavarian builder is actively preparing to launch a fifth generation of this very profitable series on the roads of Europe, as early as next spring, just a few month before it comes to this side of the Atlantic. Given the stakes involved in this revamping, it's easier to understand why BMW is letting the current generation go as is, the better to concentrate its energy on the one coming up. So the 1997 vintage of the 3-Series is differently only because of its shinier nose and the return of the diabolical M3. Interior Rumor has it that the E42 project (the code name given to the next 3-Series) has addressed the small errors so often criticized on the current generation. The list of its drawbacks is surprising given the halo of prestige that follows BMW everywhere it goes on the automotive market: sedans with difficult entry and exit for rear seat passengers, a narrow passenger compartment where space is at a premium and most importantly, finishing of questionable quality given the asking price. Add to this a cold interior design, in sharp contrast to the conviviality typical of most Bavarian get-togethers. Lastly, we feel duty-bound to mention (for the last time?) the endless and expensive list of optional accessories, often essential if the buyer want to give his or her 3-Series purchase acceptable comfort and luxury levels. Driving Impressions For our greater good, BMW revised its power trains last year. While the changes made to the four-cylinder are hard to detect, its easier to see the "value-added" component on the 2.8L in-line six-cylinder. Energetic and capable of good performance levels, this unit makes the most of the assets typical of a body design as refined as the 3-Series' design. Handling is well-balanced and consistent, and the precise steering system adds to overall driveability. Things deteriorate only on wet or snowy roads. But your BMW salesperson will not doubt rush to correct the situation by praising the qualities of the ASC-T antiskid system, an option (of course!) that goes for $1,910. People who swear by this make won't take kindly to the following saying, but we think that it does indeed apply to the 3-Series, on the point of being replaced: "Spare the rod and spoil the child (read car-builder)". CD97DBI d 9 ÿ BMW M3 Presentation The Bavarian Motor Werk company owes a lot to the 3-Series, which brings in the bacon and accounts for 65% of worldwide sales. Without the 3-Series, BMW wouldn't be the dynamic and flourishing firm we know today. All this to say that the Bavarian builder is actively preparing to launch a fifth generation of this very profitable series on the roads of Europe, as early as next spring, just a few month before it comes to this side of the Atlantic. Given the stakes involved in this revamping, it's easier to understand why BMW is letting the current generation go as is, the better to concentrate its energy on the one coming up. So the 1997 vintage of the 3-Series is differently only because of its shinier nose and the return of the diabolical M3. Interior Rumor has it that the E42 project (the code name given to the next 3-Series) has addressed the small errors so often criticized on the current generation. The list of its drawbacks is surprising given the halo of prestige that follows BMW everywhere it goes on the automotive market: sedans with difficult entry and exit for rear seat passengers, a narrow passenger compartment where space is at a premium and most importantly, finishing of questionable quality given the asking price. Add to this a cold interior design, in sharp contrast to the conviviality typical of most Bavarian get-togethers. Lastly, we feel duty-bound to mention (for the last time?) the endless and expensive list of optional accessories, often essential if the buyer want to give his or her 3-Series purchase acceptable comfort and luxury levels. Driving Impressions For our greater good, BMW revised its power trains last year. While the changes made to the four-cylinder are hard to detect, its easier to see the "value-added" component on the 2.8L in-line six-cylinder. Energetic and capable of good performance levels, this unit makes the most of the assets typical of a body design as refined as the 3-Series' design. Handling is well-balanced and consistent, and the precise steering system adds to overall driveability. Things deteriorate only on wet or snowy roads. But your BMW salesperson will not doubt rush to correct the situation by praising the qualities of the ASC-T antiskid system, an option (of course!) that goes for $1,910. People who swear by this make won't take kindly to the following saying, but we think that it does indeed apply to the 3-Series, on the point of being replaced: "Spare the rod and spoil the child (read car-builder)". CD97DBI d E ÿ BMW 5-Series Presentation Arriving on our continent with the title of European Car of the Year emblazoned on its windshield, and with a similar objective in mind for North America, the new 5-Series is out to gain nothing less than worldwide glory. But to achieve the feat, BMW will have to win back its "Beamers", most of whom were disappointed with the previous generation of their favorite models and many of whom are now threatening to be disloyal. A heavy order in perspective, but not an impossible one if you can believe one very telling indicator: sales are already on an upward curve. In any case, forget the aging packaging, BMW has completely redesigned it and the new contemporary body - much sleeker - seems ready to glide through the wind. Interior The new generation is a lot more welcoming and all its dimensions have been revised and added to. But the 5-Series is still less generous than a Class E Mercedes, or even an Audi A6. As is often the case, the fifth place (featuring a headrest) forces its occupant to keep thighs glued together, shoulders scrunched in, legs on either side of the transmission tunnel (no choice here) and head at an incline (the center seat is slightly higher). In the trunk, there's plenty of room for baggage and other items, maybe even a bit too much since BMW has failed to add a cargo net to keeps things safely in place. The dashboard is typical of what BMW customers like, except for two-tone plastic, which creates a less austere effect. When it comes to accessories, the Bavarian car-builder falls into excess: identical detailing makes it hard to differentiate features from one another. Driving Impressions The 5-Series is extremely easy to drive. It takes corners without very much roll and always behaves predictably. You couldn't call its ride energizing or fun, but it is unquestionably very safe. In fact, only on very wet roads does it lose a bit of assurance, but the antiskid system (standard) keeps the situation under control. The 5-Series has a modern and impressively efficient multi-arm rear suspension, fairly firm but with just the right amount of shock absorption. No doubt about it: this is the best suspension in the world, nothing else! On the other hand, no matter what version you choose, the steering system is imprecise at center, a flaw that is typical of BMW models. The 528i rack system is more efficient that the 540i's ball system. The 2.8L in-line six-cylinder (the same used on the 3-Series) loses none of its verve under the hood of the 528i. Supple and powerful, this engine is simply brilliant. Those who were afraid to see it "choke" on the 5 lineup were wrong. In addition, the six-cylinder unit is a good match for the five-speed manual transmission (the 540i has six speeds). Its assets include a good gear ratio and precise, smooth and progressive shifting. Kudos! With the 4.4L V8 on the 540i, times drop by one or two seconds (depending on the transmission) compared to the 528i, but they end up on equal footing, since top speeds are electronically limited to 206 kph. The dynamic qualities of the 5-Series make it a rock-solid success. Let's hope that its reliability will be just as dazzling as the reflections this gem on wheels can easily boast. CD97DBI d D ÿ BMW 5-Series Presentation Arriving on our continent with the title of European Car of the Year emblazoned on its windshield, and with a similar objective in mind for North America, the new 5-Series is out to gain nothing less than worldwide glory. But to achieve the feat, BMW will have to win back its "Beamers", most of whom were disappointed with the previous generation of their favorite models and many of whom are now threatening to be disloyal. A heavy order in perspective, but not an impossible one if you can believe one very telling indicator: sales are already on an upward curve. In any case, forget the aging packaging, BMW has completely redesigned it and the new contemporary body - much sleeker - seems ready to glide through the wind. Interior The new generation is a lot more welcoming and all its dimensions have been revised and added to. But the 5-Series is still less generous than a Class E Mercedes, or even an Audi A6. As is often the case, the fifth place (featuring a headrest) forces its occupant to keep thighs glued together, shoulders scrunched in, legs on either side of the transmission tunnel (no choice here) and head at an incline (the center seat is slightly higher). In the trunk, there's plenty of room for baggage and other items, maybe even a bit too much since BMW has failed to add a cargo net to keeps things safely in place. The dashboard is typical of what BMW customers like, except for two-tone plastic, which creates a less austere effect. When it comes to accessories, the Bavarian car-builder falls into excess: identical detailing makes it hard to differentiate features from one another. Driving Impressions The 5-Series is extremely easy to drive. It takes corners without very much roll and always behaves predictably. You couldn't call its ride energizing or fun, but it is unquestionably very safe. In fact, only on very wet roads does it lose a bit of assurance, but the antiskid system (standard) keeps the situation under control. The 5-Series has a modern and impressively efficient multi-arm rear suspension, fairly firm but with just the right amount of shock absorption. No doubt about it: this is the best suspension in the world, nothing else! On the other hand, no matter what version you choose, the steering system is imprecise at center, a flaw that is typical of BMW models. The 528i rack system is more efficient that the 540i's ball system. The 2.8L in-line six-cylinder (the same used on the 3-Series) loses none of its verve under the hood of the 528i. Supple and powerful, this engine is simply brilliant. Those who were afraid to see it "choke" on the 5 lineup were wrong. In addition, the six-cylinder unit is a good match for the five-speed manual transmission (the 540i has six speeds). Its assets include a good gear ratio and precise, smooth and progressive shifting. Kudos! With the 4.4L V8 on the 540i, times drop by one or two seconds (depending on the transmission) compared to the 528i, but they end up on equal footing, since top speeds are electronically limited to 206 kph. The dynamic qualities of the 5-Series make it a rock-solid success. Let's hope that its reliability will be just as dazzling as the reflections this gem on wheels can easily boast. CD97DBI d 8 ÿ BMW 740i Presentation The spec sheet for the 7-Series includes a long list of the most recent technological developments in the automotive world. It's enough to make potential buyers green with envy, and rightly so. Since it was introduced in 1986, BMW has continued to add to this model's goodies: a V12 engine (750), an electronic system to correct any tendency to under- or oversteer, a second system to modify the suspension's shock absorption. For 1997, BMW continues its diligent refinement of the series by including side airbags and resurrecting the shorter "i" version, the better to get the rich or famous (or both) around town with minimal hassle. Interior Technological prowess comes at a price and these castles on wheels are out of reach for most budgets. And besides, its battalion of leading-edge features aren't enough to keep the 7-Series from showing a few faults. For one, the dashboard has a rash of virtually unidentifiable controls; and they're so complex, you have to take a good, hard look at the owner's manual before attempting to master them. On the other hand, everything you've always wanted in a luxury car but were afraid to ask for is readily available on the 7-Series. Assets range from a heated steering wheel to a residual-air air conditioning system designed to recover heat from the engine and circulate it inside the passenger compartment when the ignition is turned off. Even the rear-seat is electrically powered (optional on the 740) so that your passengers can be properly pampered. Driving Impressions On the road the 7-Series is a model of smoothness and safety. Although sinewy roads force it to show its lack of agility, straight-line driving is a whole other matter. With the V8 or the V12, the 7-Series can reach a top speed of 210 kph, its electronically controlled limit. Both engines are remarkably quiet and wonderfully smooth. And get on like gangbusters with the five-speed automatic transmission. The suspension is a fine compromise between comfort and road stability and braking is simply flawless. Steering is precise, smooth and easy to gauge but like many other BMWs, it tends to be on the light side at center. BMW doesn't sell its 7-Series models by the dozens, but they are a showcase for the Bavarian firm's expertise and a wonderful opportunity to attract potential buyers away from the S-Class Mercedes models. CD97DBI d 8 ÿ BMW 740iL Presentation The spec sheet for the 7-Series includes a long list of the most recent technological developments in the automotive world. It's enough to make potential buyers green with envy, and rightly so. Since it was introduced in 1986, BMW has continued to add to this model's goodies: a V12 engine (750), an electronic system to correct any tendency to under- or oversteer, a second system to modify the suspension's shock absorption. For 1997, BMW continues its diligent refinement of the series by including side airbags and resurrecting the shorter "i" version, the better to get the rich or famous (or both) around town with minimal hassle. Interior Technological prowess comes at a price and these castles on wheels are out of reach for most budgets. And besides, its battalion of leading-edge features aren't enough to keep the 7-Series from showing a few faults. For one, the dashboard has a rash of virtually unidentifiable controls; and they're so complex, you have to take a good, hard look at the owner's manual before attempting to master them. On the other hand, everything you've always wanted in a luxury car but were afraid to ask for is readily available on the 7-Series. Assets range from a heated steering wheel to a residual-air air conditioning system designed to recover heat from the engine and circulate it inside the passenger compartment when the ignition is turned off. Even the rear-seat is electrically powered (optional on the 740) so that your passengers can be properly pampered. Driving Impressions On the road the 7-Series is a model of smoothness and safety. Although sinewy roads force it to show its lack of agility, straight-line driving is a whole other matter. With the V8 or the V12, the 7-Series can reach a top speed of 210 kph, its electronically controlled limit. Both engines are remarkably quiet and wonderfully smooth. And get on like gangbusters with the five-speed automatic transmission. The suspension is a fine compromise between comfort and road stability and braking is simply flawless. Steering is precise, smooth and easy to gauge but like many other BMWs, it tends to be on the light side at center. BMW doesn't sell its 7-Series models by the dozens, but they are a showcase for the Bavarian firm's expertise and a wonderful opportunity to attract potential buyers away from the S-Class Mercedes models. CD97DBI d 8 ÿ BMW 750iL Presentation The spec sheet for the 7-Series includes a long list of the most recent technological developments in the automotive world. It's enough to make potential buyers green with envy, and rightly so. Since it was introduced in 1986, BMW has continued to add to this model's goodies: a V12 engine (750), an electronic system to correct any tendency to under- or oversteer, a second system to modify the suspension's shock absorption. For 1997, BMW continues its diligent refinement of the series by including side airbags and resurrecting the shorter "i" version, the better to get the rich or famous (or both) around town with minimal hassle. Interior Technological prowess comes at a price and these castles on wheels are out of reach for most budgets. And besides, its battalion of leading-edge features aren't enough to keep the 7-Series from showing a few faults. For one, the dashboard has a rash of virtually unidentifiable controls; and they're so complex, you have to take a good, hard look at the owner's manual before attempting to master them. On the other hand, everything you've always wanted in a luxury car but were afraid to ask for is readily available on the 7-Series. Assets range from a heated steering wheel to a residual-air air conditioning system designed to recover heat from the engine and circulate it inside the passenger compartment when the ignition is turned off. Even the rear-seat is electrically powered (optional on the 740) so that your passengers can be properly pampered. Driving Impressions On the road the 7-Series is a model of smoothness and safety. Although sinewy roads force it to show its lack of agility, straight-line driving is a whole other matter. With the V8 or the V12, the 7-Series can reach a top speed of 210 kph, its electronically controlled limit. Both engines are remarkably quiet and wonderfully smooth. And get on like gangbusters with the five-speed automatic transmission. The suspension is a fine compromise between comfort and road stability and braking is simply flawless. Steering is precise, smooth and easy to gauge but like many other BMWs, it tends to be on the light side at center. BMW doesn't sell its 7-Series models by the dozens, but they are a showcase for the Bavarian firm's expertise and a wonderful opportunity to attract potential buyers away from the S-Class Mercedes models. CD97DBI d ; ÿ BMW 840 Presentation With the 8-Series, BMW set aside any sort of frivolity. Cold, monolithic and massive, the BMW 840Ci and 850Ci demand respect, even admiration, although they aren't as attractive behind a showroom window as a Ferrari or a Porsche can be. Their cost, which some consider to be prohibitive, is partly justified by their extensive range of accessories, their arsenal of technological features and the exclusive cachet that comes with their builder's name, especially since BMW Canada imports 8-Series models only on specific order. In short, these two members of a very select family have charm to spare. Still, their severe looks fail to inspire the diehard passion that a GT coupe usually does. Interior We've already discussed the body's cold design. Now let's take a look at the passenger compartment: glacial. Try to get over your first impression and yes, you have to admit that there's nothing missing. Equipment shows incomparable quality and options are few (but expensive). Instrumentation is detailed and easy to read, although it takes a while to master some controls. Firm seats provide extraordinary support, but the two rear places are almost unusable. It's also a shame that the rear seat doesn't fold down to provide more trunk space. In fact, the lack of storage spaces is another major drawback in this dungeon of an interior. Driving Impressions The curb weight of these coupes has a noticeable effect on their dynamic qualities. Luckily, the two engines have all the muscle and breathe to move these cars along at speeds that are nothing short of illegal. Of course the resulting fuel consumption levels are horrendous, particularly with the V12, which guzzles gas with all the glee of a vampire in a blood bank. The 8-Series excess weight is particularly obvious on sinewy roads, where they quickly rob the rigid bodies of any agility. On the other hand, the torque supplied by the V8 and V12 lets it handle tight corners magnificently and motor functions are exemplary, even on wet roads. But the 8-Series models are most impressive in the fast lane, first of all because of their incredible stability and secondly because of their extremely precise steering system, enough to make sure that these coupes are never more than a hair's breadth off the perfect trajectory in the widest curves in the road. And if you're still not agape, consider their herculean braking power and relatively comfortable suspension. Technically shielded from driving errors, the 8-Series provides an artificial driveability that makes owners feel safe, but at times a tad bored as well. CD97DBI d ; ÿ BMW 850 Presentation With the 8-Series, BMW set aside any sort of frivolity. Cold, monolithic and massive, the BMW 840Ci and 850Ci demand respect, even admiration, although they aren't as attractive behind a showroom window as a Ferrari or a Porsche can be. Their cost, which some consider to be prohibitive, is partly justified by their extensive range of accessories, their arsenal of technological features and the exclusive cachet that comes with their builder's name, especially since BMW Canada imports 8-Series models only on specific order. In short, these two members of a very select family have charm to spare. Still, their severe looks fail to inspire the diehard passion that a GT coupe usually does. Interior We've already discussed the body's cold design. Now let's take a look at the passenger compartment: glacial. Try to get over your first impression and yes, you have to admit that there's nothing missing. Equipment shows incomparable quality and options are few (but expensive). Instrumentation is detailed and easy to read, although it takes a while to master some controls. Firm seats provide extraordinary support, but the two rear places are almost unusable. It's also a shame that the rear seat doesn't fold down to provide more trunk space. In fact, the lack of storage spaces is another major drawback in this dungeon of an interior. Driving Impressions The curb weight of these coupes has a noticeable effect on their dynamic qualities. Luckily, the two engines have all the muscle and breathe to move these cars along at speeds that are nothing short of illegal. Of course the resulting fuel consumption levels are horrendous, particularly with the V12, which guzzles gas with all the glee of a vampire in a blood bank. The 8-Series excess weight is particularly obvious on sinewy roads, where they quickly rob the rigid bodies of any agility. On the other hand, the torque supplied by the V8 and V12 lets it handle tight corners magnificently and motor functions are exemplary, even on wet roads. But the 8-Series models are most impressive in the fast lane, first of all because of their incredible stability and secondly because of their extremely precise steering system, enough to make sure that these coupes are never more than a hair's breadth off the perfect trajectory in the widest curves in the road. And if you're still not agape, consider their herculean braking power and relatively comfortable suspension. Technically shielded from driving errors, the 8-Series provides an artificial driveability that makes owners feel safe, but at times a tad bored as well. CD97DBI d B ÿ BMW Z3 Presentation Thanks to the Z3, nostalgia lovers were reunited with the caps, scarves, cut-away gloves and aviator glasses it takes to recreate an era when driving without a roof over your head was considered to be the pinnacle of sporty driving. In the heart of every "Beamer", the Z3 carries the torch passed on to it by the 328, 507 and Z1, limited production roadsters that take together, account for less than 10,000 units on the market. That's a number the Z3 won't have much trouble overtaking, especially since it is the sole focus of attention at the Spartanburg plant in South Carolina (facilities it used to share with the 3-Series in the past). For 1997, BMW promises a power roof and sometime during the year, a 2.8L six-cylinder engine will be introduced to add to the fun. Interior First of all, a bit of history: the roadster is an automobile with an open passengers compartment and a fold-down soft top, or a two-seater featuring a distinctive body design, something definitely different from standard-production models. On this front, let's just say that the Z3's body is a real gem; its fins and its sleek nose have melted many a hard heart. Bravo! On the down side, as soon as you open one of its doors, the charm dissipates. The unexciting dashboard is borrowed straight from the 318ti, complete with its shockingly ugly plastic finish. While the driving position is impeccable, seats don't have enough padding to make them comfortable over long hours of riding. Storage spaces are hard to find and the sound system is very average. The windscreen positioned behind the bucket seats is extremely fragile, while the hood and its mica windshield (which has no defrost system but a network of warps) isn't lined, which does nothing to make soundproofing adequate. Driving Impressions For fans, the roadster is the perfect incarnation of what a fun automobile should be and in this regard, the Z3 won't be a disappointment - on the contrary! This is a sports model at its purest but unfortunately, it is powered by an engine that's a bit too conservative. While the 1.9L four-cylinder can bring the Z3 up to 100 kph in a little less than nine seconds (with the manual transmission), it still fails to let the driver capitalize on this car's full potential. Especially since BMW electronically limits the top speed to 187 kph. Low, squat and neutral (thanks to a virtually perfect weight allocation), the Z3 has wings and you really have to throw caution to the wind (or show a decided lack of driving skill) to destabilize it even slightly. This is a predictable and safe model. When pushed to its limits, the Z3 shows a tendency to understeer, but its rear still manages to cling strongly to the road. The steering system is responsive and precise and a real pleasure on sinewy roads, while braking is on a par with the automobile's performance levels. The pleasure of owning a Z3 will set you back further than the base price of $39,000. Once you've added essential options, the price climbs to $45,000. At this level, you better pray for sunny and warm weather. CD97DBI d 9 ÿ Buick Century Presentation Buick is coming out with three new models in 1997, including the Century, a mid-sized car that first saw the light of day in 1936. Production of the model was halted during World War II, and again in 1958, before resuming in 1973. Assembled in Oshawa (same as the new Regal), the 1997 Century has not been so extensively refurbished since 1982, when it switched from rear-wheel to front-wheel drive: a smart move that made about two million buyers quite happy. The sedan comes in two versions-Custom or Limited-and both the family sedan and the Special Sedan have been scrapped. The grill looks more modern with its chromed vertical bars, and the rounded contours give the car a sleek, lustrous look. The wheelbase has been extended by 10.4 cm, and the sill of the enlarged trunk has been lowered. Design-wise, Buick hasn't ventured into new territory, but the result is still pleasing. Interior With 36 months to go until the year 2000, the stylists at Buick owed it to themselves to modernize the Century's interior. But they have moved cautiously to avoid putting off buyers who want a six-passenger car. They removed the chrome but left the plump seats that provide poor thigh support; beneath the high, stark dome, the main controls are grouped together to free up space on the dash. The overall effect is airy and uncluttered, but it's also a bit boring. All of the 1997 Buicks have standard airbags and ABS. Vents direct air flow toward the back of the car. The pollen filter is optional, while automatic dual zone air conditioning is standard on the Limited. Inside the bigger and higher Century, the benchseat gives passengers a better view outside. Driving Impressions The people at Buick would like to see the Century take its place as a family car, a notch above the Chevrolet Lumina. Both cars have the 3.1 liter V6 engine, which develops 160 hp; apparently, this is what the target buyer needs. Other elements are shared by the Pontiac Grand Prix and the Oldsmobile Intrigue. The MacPherson strut front suspension has been touched up, while the rear wheels are kept independent with tri-link technology. The Limited's steering system uses electronic, hydraulic and magnetic principles (the driver still has to remember to actually turn the wheel, of course...). Lastly, the 15-inch tires have been replaced by 14 inch ones. Overall, the Century is a no-surprises kind of drive with a cushiony, limousine-like feeling. Pared-down lines, wide windows, and a spacious back seat: the Buick Century just wants to be a car of its time without making any waves. CD97DBI d ; ÿ Buick LeSabre Presentation It's been said before: there's nobody like General Motors when it comes to developing a variety of models based on a single platform. And the LeSabre, Eighty Eight and Bonneville are ample proof that the world's Number 1 car-builder hasn't lost any of its magic-making powers. This year, the Buick has a fresh new look, while the Pontiac and Oldsmobile have been given only a few very discreet touchups. Every dog has its day. Interior Although they share the same lineage, these three sedans all have their own distinctive personality. The LeSabre likes wide strips of wood around the dashboard and on front doors; the Bonneville prefers a two-tone color treatment and orange-tinted instrumentation; the Eighty Eight boasts a tasteful band of wood in addition to inheriting the Aurora's console (standard on the LSS, and noteworthy because it fits right into the dashboard). The interior is huge and there's room to spare in the front and rear, but storage spaces are at a premium. Sideview mirrors are so small, they make some manoeuvres dangerous. Driving Impressions The LeSabre, Eighty Eight and Bonneville aren't the easiest models to buy. A good understanding of the options catalogue is essential, unless you really don't mind ending up behind the wheel of a very unappealing car. Handling is very closely tied to the choice of suspension and tires. Very ordinary on the base version, road stability is more reassuring provided you've loosened your purse strings. The Series II 3800 V6 is a good match for this trio's purpose in life. Its supercharged version generates powerful acceleration, but at times it can be hard to capitalize on because of the weakling brakes (a mix of discs and drums). And who is the manufacturing kidding: the antiskid system shows up on the options list when it's standard on a Cavalier! It takes more than the heavy makeup these intermediates are sporting to hide the fact that they've reached the age when the first retirement cheque usually comes in the mail. Pros Roomy interior Comfortable ride Good Series II 3800 V6 Cons Too few storage spaces Soft suspension (standard) Rear drum brakes CD97DBI d = ÿ Buick Park Avenue Presentation The Park Avenue, Buick's luxury car, avoided the guillotine, but its Oldsmobile counterpart, the 98, did not. The people responsible for its overhaul had a good reason not to mess up! To err on the side of caution, they took their inspiration from the Riviera. The platform wheelbase is 7.6 cm longer, but progress has been made with regard to rigidity. The stylists may have resisted the temptation to put chrome on the new Century, but they didn't hold back with the Park Avenue. Apart from the eternal vertical grill, you'll notice the gleaming chrome strips on the sides and around the windows. The oval back end with its big reflectors conjures up images of the Riviera and the Aurora. The roof starts with an arching C pillar at the back; the trunk is long and drops off in a sharp plunge. The overall profile has a certain aggressive look to it, in part because of the rocker panels and the 16-inch wheels with their shining centers. Essentially, though, the only things that really distinguish this car from the Ultra base version are the rims and the crest on the grill. Interior The Park Avenue can seat five or six people, depending on the version. Classic clock, square-shaped accessories, a strip of wood on the dashboard... this dash has been tinkered with hundreds of time, but in the end it is a reassuringly familiar variation on the luxury-car theme. The seatbelts are now anchored at the base of the seats. A "heads-up" device lets the driver check speed without taking his eyes off the road. Backseat passengers will feel like they are riding in a limousine, and they will have no trouble fitting their luggage into the cavernous trunk. Owners already had the option of programming a favourite driving position; extra memory now allows them to program the stereo and air-conditioning. An optional feature called the "Office" is ready to accommodate phone and fax and has extra power points and a tray for writing. Driving Impressions The base Park Avenue, powered by a 3.8 liter V6 (205 hp) is still comfortable, falling midway between a permissive suspension and honest performances. The Ultra version is another story. The supercharged 3.8 liter engine (like the one in the Riviera) develops 240 horsepower and bears its occupants with irresistible force. The Ultra does everything better, and does it arrogantly. It comes with more standard equipment but has slightly less room (seats five instead of six); this car handles whatever the road throws at it with breezy assurance and 50% more resistance to torsion and flexion than it had last year. It corners more tightly and accelerates well in the passing lane (in passing, Buick has also made the rearview mirrors bigger). The four disc brakes have also been enlarged for impeccable braking. The sub-chassis and the noise-proofed doors make the ride so quiet, you could hear a pin drop. At GM, the Cadillac is not the only car that has you floating on a cloud. The two Park Avenues pull their weight quite well, thank you very much! CD97DBI d = ÿ Buick Park Avenue Presentation The Park Avenue, Buick's luxury car, avoided the guillotine, but its Oldsmobile counterpart, the 98, did not. The people responsible for its overhaul had a good reason not to mess up! To err on the side of caution, they took their inspiration from the Riviera. The platform wheelbase is 7.6 cm longer, but progress has been made with regard to rigidity. The stylists may have resisted the temptation to put chrome on the new Century, but they didn't hold back with the Park Avenue. Apart from the eternal vertical grill, you'll notice the gleaming chrome strips on the sides and around the windows. The oval back end with its big reflectors conjures up images of the Riviera and the Aurora. The roof starts with an arching C pillar at the back; the trunk is long and drops off in a sharp plunge. The overall profile has a certain aggressive look to it, in part because of the rocker panels and the 16-inch wheels with their shining centers. Essentially, though, the only things that really distinguish this car from the Ultra base version are the rims and the crest on the grill. Interior The Park Avenue can seat five or six people, depending on the version. Classic clock, square-shaped accessories, a strip of wood on the dashboard... this dash has been tinkered with hundreds of time, but in the end it is a reassuringly familiar variation on the luxury-car theme. The seatbelts are now anchored at the base of the seats. A "heads-up" device lets the driver check speed without taking his eyes off the road. Backseat passengers will feel like they are riding in a limousine, and they will have no trouble fitting their luggage into the cavernous trunk. Owners already had the option of programming a favourite driving position; extra memory now allows them to program the stereo and air-conditioning. An optional feature called the "Office" is ready to accommodate phone and fax and has extra power points and a tray for writing. Driving Impressions The base Park Avenue, powered by a 3.8 liter V6 (205 hp) is still comfortable, falling midway between a permissive suspension and honest performances. The Ultra version is another story. The supercharged 3.8 liter engine (like the one in the Riviera) develops 240 horsepower and bears its occupants with irresistible force. The Ultra does everything better, and does it arrogantly. It comes with more standard equipment but has slightly less room (seats five instead of six); this car handles whatever the road throws at it with breezy assurance and 50% more resistance to torsion and flexion than it had last year. It corners more tightly and accelerates well in the passing lane (in passing, Buick has also made the rearview mirrors bigger). The four disc brakes have also been enlarged for impeccable braking. The sub-chassis and the noise-proofed doors make the ride so quiet, you could hear a pin drop. At GM, the Cadillac is not the only car that has you floating on a cloud. The two Park Avenues pull their weight quite well, thank you very much! CD97DBI d 8 ÿ Buick Riviera Presentation With its toothy grin and tight little butt, this is a car that turns heads: the Buick Riviera. Launched three years ago, this enormous coupe embodies the division's past, present and future. In other words, the Riviera is intended as a monument or better still, a gigantic mechanical and aesthetic fresco of Buick's history. In any event when it's viewed from such a special perspective, there's not as much temptation to question the reason for this coupe's existence, a model that Buick seems to have designed for automotive museum curators rather than ordinary motorists. Interior The long and heavy doors open onto a relatively roomy interior that seems to have been designed by two schools of thought. The results is a one-of-a-kind mix where post-modern and futuristic trends (you've got to wonder which!) are combined, for better or for worse. The best: comfortable seats with a good fit, careful finishing and very detailed equipment. Now for the worst (take a deep breath): poor ergonomics, hard-to-read instrumentation, limited visibility because of thick door pillars in front and back, rear windows that don't open, a high trunk sill with a narrow opening. Driving Impressions On the road, this fire bombs on wheels have a particular penchant for long, smooth straight-line stretches. As soon as a few defects make an appearance, the suspension causes significant roll when cornering and the nose dives when brakes are applied - moderation is the name of the game and the Riviera hates being pushed hard and doesn't really want to test its own limits. It's not very agile in the city, its turning radius is long and its overall size makes parking a complicated process. To prevent the hair-raising sound of scrunching bodywork, this year Buick has included a "mobile" exterior sideview mirror (the mirror falls into position when the vehicle starts to back up). Given the Riviera's performance on the road, owners can find some consolation in the fact that the supercharged 3.8L V6's 240 horses aren't any peppier than they are as they struggle to move around the coupe's 1700 kg. The engine should be appreciated mostly for its smoothness and hard work in tandem with the automatic transmission, which shifts gears like silk. Who is the Riviera for? Maybe for a group of customers whose expectations are complicated and eccentric. If you fit the description, you won't be disappointed with this model. CD97DBI d 5 ÿ Buick Skylark Presentation The N platform used for the Skylark, Achieva and Grand AM holds absolutely no secrets for the engineers who've brought it to its ultimate stage of development over the past 12 years. Some youthful errors have been corrected over the course of various revampings, while others seem to be around for good, much like a birthmark. All this to say that this compact, on the market under three aliases, is headed for retirement with the only rewards for services rendered consisting of new exterior colors and a standard air conditioning system. Interior Revised in detail two years ago, the interior on the Skylark, Achieva and Grand AM is modern and features detailed and easy-to-read instrumentation. Controls have been carefully positioned and they're easy to use. After all these years, though, it's too bad that assembly quality is still inconsistent and the driving position is still too low. Furthermore, the very poorly designed seats offer so little comfort and support they'll have you thinking that their springs and padding come from a vehicle that's been on the road for ages and ages. The rear is roomy enough for two adults or three children. The trunk is fairly big and the rear seat folds down for extra space. However, there's no cargo net to keep things snugly in place. Driving Impressions When it's out on the road, the N platform has a very hard time hiding its age. The suspension reacts stiffly to road defects, which has a negative effect on passenger comfort. The steering system is fairly precise, but the original 14-inch tires tend to accentuate understeering. When it comes to road stability, the antiskid system offers only very average efficiency and the same holds true for braking power, which tends to fade quite fast. The 16-valve four-cylinder engine doesn't have the reassuring sound or the low speed torque that the 3.1L V6 has, but its performance levels are still decent and its fuel economy is good. There's really not much to criticize about the four-speed automatic transmission or the five-speed manual (exclusive to the four-cylinder engine). This series owes much of its success to General Motors aggressive approach and to dealers willing to sell it at an attractive price. CD97DBI d 5 ÿ Buick Skylark Presentation The N platform used for the Skylark, Achieva and Grand AM holds absolutely no secrets for the engineers who've brought it to its ultimate stage of development over the past 12 years. Some youthful errors have been corrected over the course of various revampings, while others seem to be around for good, much like a birthmark. All this to say that this compact, on the market under three aliases, is headed for retirement with the only rewards for services rendered consisting of new exterior colors and a standard air conditioning system. Interior Revised in detail two years ago, the interior on the Skylark, Achieva and Grand AM is modern and features detailed and easy-to-read instrumentation. Controls have been carefully positioned and they're easy to use. After all these years, though, it's too bad that assembly quality is still inconsistent and the driving position is still too low. Furthermore, the very poorly designed seats offer so little comfort and support they'll have you thinking that their springs and padding come from a vehicle that's been on the road for ages and ages. The rear is roomy enough for two adults or three children. The trunk is fairly big and the rear seat folds down for extra space. However, there's no cargo net to keep things snugly in place. Driving Impressions When it's out on the road, the N platform has a very hard time hiding its age. The suspension reacts stiffly to road defects, which has a negative effect on passenger comfort. The steering system is fairly precise, but the original 14-inch tires tend to accentuate understeering. When it comes to road stability, the antiskid system offers only very average efficiency and the same holds true for braking power, which tends to fade quite fast. The 16-valve four-cylinder engine doesn't have the reassuring sound or the low speed torque that the 3.1L V6 has, but its performance levels are still decent and its fuel economy is good. There's really not much to criticize about the four-speed automatic transmission or the five-speed manual (exclusive to the four-cylinder engine). This series owes much of its success to General Motors aggressive approach and to dealers willing to sell it at an attractive price. CD97DBI d ; ÿ Cadillac Catera Presentation If Cadillac is to survive and grow, it must evolve. We saw the first step forward in 1992 with the appearance of the Seville/Eldorado and the fabulous Northstar V8. Now it's time for Catera to make its entrance. Basically, this is an Opel Omega MV6 (GM controls the German firm): a rear-wheel drive, five-passenger car assembled in Russelsheim. The most luxurious of the Opels, it has won some prizes, including Import of the Year in Japan. The front of the vehicle, ornamented with laurel leaves on a black grill, is svelte and low-slung because of the compact sizeof the 3.0 liter V6 (mounted at a 54░ angle). The Catera's aggressive elegance is shown to best advantage in dark colours; light shades seem to diminish its athletic appearance. Behind the flat trunk, the stylists placed the brake lights in a long strip to establish the family tie with the Seville. Interior Since this is the least expensive of the Cadillacs, and a car designed to initiate buyers into a world of power and luxury, many of the accessories are on the options list to keep the price tag reasonable. The classic clock and neat presentation are typical of German rigor; no flashy excesses here! Like the Volvo, the transmission has a "Sport" mode, and a "Winter" mode so that you can start up in third on slick surfaces; another control deactivates the standard front wheel drive. The automatic transmission is the same as the one in BMW's 3 Series (the Catera's avowed rival), and there is no manual shifter on the horizon. We can expect to see side airbags soon, however. The vehicles earmarked for the Canadian market have standard heated front and rear seats (optional in the U.S.). Skiers will love the three-section fold-down rear seat. Driving Impressions The 200 horsepower V6 engine yields accelerations of 0-100 km in 8.5 seconds; top speed is limited to 200 km/hr. Cars on CD tested one of only four prototypes shipped to North America last spring (cars made by hand, worth $350,000 each!). The first one we tried was black inside and out... really striking! The synergy of the materials, the design, and the assembly makes for a very sophisticated machine. We didn't like the second Catera as much; it was a dull beige and seemed to have been less carefully assembled. Notwithstanding the oscillating steering and decreased overall chassis stiffness, it is an extremely quiet ride. The hood slants into the windshield in such a way as to make the air "hop" over the windshield wipers. The suspension is encased in insulated (rubberized) sub-chassis and the rear differential itself is also enclosed. Cadillac's challenge is to convince young, active, potential BMW buyers that a Catera is really what they need. CD97DBI d 9 ÿ Cadillac DeVille Presentation If you have ever dreamed of being the captain of a big barge endowed with kind of the luxury fittings that Americans adore, the Cadillac DeVille is for you. Although Cadillac keeps telling us it is changing its ways and that the anachronistic beasts are on their way to the museum (which is exactly what just happened to the interminable Fleetwood), the DeVille keeps going, and going, and going. Not to mention that GM's lineup also includes the D'Elegance, another six-passenger steamship, and the Concours, which can seat five. The DeVille's long body has been softened and made more fluid with rounder contours and surface elements. The grill on the redesigned front nose, new fender mouldings, and updated rear wheel wells all help improve aerodynamics. The D'Elegance, for its part, has been liberally gilded. The DeVille clan was given the 32-valve 4.6 liter Northstar engine last year, the V8 that Cadillac doesn't want to share with any other division. The DeVille and the D'Elegance both have 275 horses under their hoods, while the Concours's powerplant develops 300. Interior The DeVille and D'Elegance both have digital clocks, which seems odd considering the allegedly conservative profile of target buyers! The stereo and air-conditioning controls were moved closer to the driver in last year's model; the steering wheel is studded with switches for buyers who decide to order those accessories. The front passenger still has a personal air-conditioning zone, and side airbags have been inserted into the doors. The automatic wipers, which are activated as soon as a few drops of rain hit the windshield, are standard equipment on the D'Elegance and Concours models. The cabin of the DeVille is pannelled with imitation wood, but the two others have real African zebrawood. Backseat passengers in the D'Elegance can check their hair if they need to, since they have their own vanity mirrors up on the roof. Driving Impressions Acoustics have been improved to such an extent that the outside world doesn't seem to exist. With a total length of 532.6 cm, it's not easy to get rid of bounce entirely, but that is exactly what the engineers tried to do. The passive suspension results in a cushiony ride; the Concours even uses an electronic system to continuously adjust the shock absorbers. The Northstar powertrain (V8, transmission, and suspension) gives these big Caddies impressive speed. And yet we're talking front-wheel drive here-the only rear-wheel model left is the new Catera. Despite their girth, the De Villes are fast, pass with ease, and handle twists and turns with aplomb. Parking one of these babies is a nightmare, but the size of the trunk (566 litres) is some consolation when you're loading up on goodies at the mall. CD97DBI d 7 ÿ Cadillac Eldorado Presentation A younger, richer and better educated clientele and one that likes to drive - that's what Cadillac wants for its Seville and Eldorado (and other) models. These European-flavored automobiles are back with their little seduction number again this year, featuring what Cadillac describes as the "integrated chassis system". Its main function is providing more stability, regardless of road conditions. In reality, it's an electronic "brain" designed to control the ABS brakes, the antiskid system, and suspension travel to keep the driver on top of the situation at all times. Cadillac has also adopted a braking system that's more powerful and nicer looking, visible behind the spokes of the new alloy wheels. Interior Designers obviously did better with the Seville. On the Eldorado, thick roof pillars hinder rear visibility. This being said, the interior design is appealing, even if the fake wood inlays on the dashboard and console are of questionable taste. In any event, only four people at a time can contemplate the effect, since room is at a premium in the front and rear, especially for heads. No top hats, please! The trunk is not accommodating either, although the Eldorado's has 27 additional litres of volume, enough to carry your golf bag to the office just in case you get the chance to skip out! A good idea: to help owners make the most of available space, GM offers an optional storage system (multiple bins mounted on rollers). Driving Impressions Leave your preconceived ideas behind, the Seville and Eldorado aren't old-style Cadillacs. They hug the road, take corners flat out and accelerate incredibly fast. They are definitely sporty in nature. The Northstar V8 used to power them is powerful (300 horses), smooth, quiet and, of course, thirsty, and the Seville STS and Eldorado Touring Coupe use an average of 15 litres per 100 k m. You may as well face facts now, fuel economy isn't all that much better with the "tamer" 275-hp engine. Now standard on all models, the Magnasteer magnetic variable assist steering system is astonishingly precise. Brakes do their job and give drivers the assurance they couldn't give in the past. Favored by Cadillac, the Seville and Eldorado are refined automobiles but unfortunately they're undersized as well. The next generation, scheduled for 1998, should solve the problem. CD97DBI d 7 ÿ Cadillac Seville Presentation A younger, richer and better educated clientele and one that likes to drive - that's what Cadillac wants for its Seville and Eldorado (and other) models. These European-flavored automobiles are back with their little seduction number again this year, featuring what Cadillac describes as the "integrated chassis system". Its main function is providing more stability, regardless of road conditions. In reality, it's an electronic "brain" designed to control the ABS brakes, the antiskid system, and suspension travel to keep the driver on top of the situation at all times. Cadillac has also adopted a braking system that's more powerful and nicer looking, visible behind the spokes of the new alloy wheels. Interior Designers obviously did better with the Seville. On the Eldorado, thick roof pillars hinder rear visibility. This being said, the interior design is appealing, even if the fake wood inlays on the dashboard and console are of questionable taste. In any event, only four people at a time can contemplate the effect, since room is at a premium in the front and rear, especially for heads. No top hats, please! The trunk is not accommodating either, although the Eldorado's has 27 additional litres of volume, enough to carry your golf bag to the office just in case you get the chance to skip out! A good idea: to help owners make the most of available space, GM offers an optional storage system (multiple bins mounted on rollers). Driving Impressions Leave your preconceived ideas behind, the Seville and Eldorado aren't old-style Cadillacs. They hug the road, take corners flat out and accelerate incredibly fast. They are definitely sporty in nature. The Northstar V8 used to power them is powerful (300 horses), smooth, quiet and, of course, thirsty, and the Seville STS and Eldorado Touring Coupe use an average of 15 litres per 100 k m. You may as well face facts now, fuel economy isn't all that much better with the "tamer" 275-hp engine. Now standard on all models, the Magnasteer magnetic variable assist steering system is astonishingly precise. Brakes do their job and give drivers the assurance they couldn't give in the past. Favored by Cadillac, the Seville and Eldorado are refined automobiles but unfortunately they're undersized as well. The next generation, scheduled for 1998, should solve the problem. CD97DBI d 7 ÿ Chevrolet Astro Presentation No matter what sceptics say, the Astro and Safari can do a lot more than carry around merchandise. Changes made last year are proof that GM also wants to emphasize that these vehicles are just at good at getting people from point A to point B. For 1997, the builder has continued its subtle refining efforts, introducing delayed turn-off for interior lights (a feature that helps owners avoid the very unpleasant surprise that a dead battery can be), a variable-assist steering system to bring driveability a few notches higher and lastly, for the second consecutive year, the four-speed automatic transmission has been revised. Interior By making the inside roomier for front-seat passengers, the designers responsible for the Astro and Safari have solved one of the most talked-about drawbacks since the compact minivan was introduced in 1984. The dashboard has been completely redesigned, given much rounder lines, and it now houses a passenger-side airbag. The center console is oriented with the driver in mind. Some details are annoying, such as the look created by some materials and the positioning of some accessories limits possibilities (you can't drink coffee if you want to smoke), seats don't offer much support, but to their credit the Astro and Safari have plenty of energy. Driving Impressions Despite several improvements made over the years, the Astro and Safari are extremely sensitive to crosswinds, and the new steering system won't be enough to change that. These minivans are find it hard to handle winter conditions; opting for an all-wheel drive model can be the answer, but the choice means sacrificing manoeuvrability and increasing the already high fuel consumption of the 4.3L Vortec V6. But to compensate for its voracious appetite for black gold, the robust engine is ready and willing to deliver its power as soon as it's solicited. In other words, it really moves! It has plenty of torque into the bargain and passing power to spare. The slightly stiff suspension swallows road defects, but brakes fade after a minimum number of forceful stops. Work horses, toolboxes or a mini schoolbuses, the Astro and Safari can wear a number of different hats. If you like the look of one of them, go ahead. CD97DBI d : ÿ Chevrolet Blazer Presentation The parenthood of the sport utility vehicle is a matter of hot dispute among major builders. General Motors is an eager participant in the debate, reminding everyone that its concept served as the basis for the first "juniors", the Blazer and Jimmy. Developed in 1983, both utilities were revamped two years ago and both have been very successful on the market. To keep them on the crest of their current wave of popularity, GM has reviewed some of their detailing and has extended their list of options. Interior Both of these vehicles still don't have a passenger-side airbag, which is disgraceful for a builder that proudly claims to carry out "the largest number of collision tests in the world". It isn't easy to find a comfortable driving position on these models; the steering column is too long, elbow room is minimal and the driver's legs are stretched out to the limit. Luckily seats are comfortable and the well-designed dashboard has detailed instrumentation. Various controls are grouped together in the driver's immediate environment, but not all of them are in very easy reach. Two examples: when the shift lever is in the "D" position, the radio controls are partially blocked, and the air conditioning vents seemed to be positioned solely with the passenger in mind. On the two-door version it takes acrobatic skills to climb into the back seat, which can only accommodate two people. The four-door version is roomier, but seat cushions have a very low profile (so the floor is flat when the seat back is folded down) and passengers are forced to travel with their knees virtually at ear level. The seat back itself has no headrest - so much for passive safety! Driving Impressions On the road, these sport utilities are a lot of fun providing that before buying you taken the time to take a close look at the four suspension types available: soft, sport, touring or off-road. Except for the five-speed manual transmission (available only on the two-door version), the buyer has no other decisions to make when it comes to the mechanical system. The 4.3L Vortec V6 is the only engine choice; its performance is impeccable and it's all the more impressive given its good showing in comparison to some of its V8 rivals. The Achilles heel in the Blazer and Jimmy is braking, inefficient and very hard to gauge. The four-disc option on the 4X4 four-door is a good way to get around this particular drawback. The Blazer and Jimmy will go to the head of the class once GM decides to set aside superfluous features and replace them with essentials (airbag and headrest). CD97DBI d : ÿ Chevrolet Blazer Presentation The parenthood of the sport utility vehicle is a matter of hot dispute among major builders. General Motors is an eager participant in the debate, reminding everyone that its concept served as the basis for the first "juniors", the Blazer and Jimmy. Developed in 1983, both utilities were revamped two years ago and both have been very successful on the market. To keep them on the crest of their current wave of popularity, GM has reviewed some of their detailing and has extended their list of options. Interior Both of these vehicles still don't have a passenger-side airbag, which is disgraceful for a builder that proudly claims to carry out "the largest number of collision tests in the world". It isn't easy to find a comfortable driving position on these models; the steering column is too long, elbow room is minimal and the driver's legs are stretched out to the limit. Luckily seats are comfortable and the well-designed dashboard has detailed instrumentation. Various controls are grouped together in the driver's immediate environment, but not all of them are in very easy reach. Two examples: when the shift lever is in the "D" position, the radio controls are partially blocked, and the air conditioning vents seemed to be positioned solely with the passenger in mind. On the two-door version it takes acrobatic skills to climb into the back seat, which can only accommodate two people. The four-door version is roomier, but seat cushions have a very low profile (so the floor is flat when the seat back is folded down) and passengers are forced to travel with their knees virtually at ear level. The seat back itself has no headrest - so much for passive safety! Driving Impressions On the road, these sport utilities are a lot of fun providing that before buying you taken the time to take a close look at the four suspension types available: soft, sport, touring or off-road. Except for the five-speed manual transmission (available only on the two-door version), the buyer has no other decisions to make when it comes to the mechanical system. The 4.3L Vortec V6 is the only engine choice; its performance is impeccable and it's all the more impressive given its good showing in comparison to some of its V8 rivals. The Achilles heel in the Blazer and Jimmy is braking, inefficient and very hard to gauge. The four-disc option on the 4X4 four-door is a good way to get around this particular drawback. The Blazer and Jimmy will go to the head of the class once GM decides to set aside superfluous features and replace them with essentials (airbag and headrest). CD97DBI d > ÿ Chevrolet S Presentation Fourteen years ago, when they decided to set aside the basic premise that a pickup was first and foremost a work tool, were the executives at General Motors really aware of the wave of success they would begin to enjoy? From their purely utilitarian image, compact pickups have kept only their sturdiness and their physiognomy. So decreed the consumer, won over by the practical aspect of pickups, but in no way prepared to sacrifice the comfort and safety of an automobile. For 1997, the chassis of the S/Sonoma pickups is sturdier, the automatic transmission has been revised, and new colors are available to brighten up both regular and extended cab versions. Interior When designers set out to revamp these models three years ago, they had two fundamental objective in mind. The first was making the body sturdier to satisfy the needs of the traditional buyers; the second was offering a roomy and inviting interior. To achieve their second goal, Chevrolet's stylists parted with tradition by starting with the passenger compartment design before moving on the cockpit that envelopes it. the S/Sonoma is roomier for front-seat passengers, who enjoy the benefits of comfortable bucket seats (an option over the sliding bench seat available as standard equipment) and a fit that provides exactly the right amount of support when the vehicle is cornering. The extended cab version includes two minuscule vinyl auxiliary seats that look as if their passengers can be ejected on command, no doubt because they're so uncomfortable no one would want to stay in them for very long. The third (driver's side) door is very practical, but if you choose it you have to do without one of the auxiliary seats, removed to provide better access to the area behind the front seats. All in all, the passenger compartment is well designed (providing you like plastic). The only thing missing is a passenger-side airbag. Driving Impressions Under the hood is a standard 2.2L four-cylinder engine, exclusive to two-wheel drive models and capable of only mediocre performance levels. For a bit more money, buyers can choose between two derivatives of the 4.3L Vortec V6, both very smooth and very peppy. Rear wheels tend to skate and adherence is minimal when the bed is empty. This is also when road stability is most affected by the rear end's tendency to hop, which decreases the ABS system's primary mission, which is ensuring straight-line stops. The electronic automatic transmission is remarkably smooth, while the manual alternative shifts with remarkable ease. This compact pickup has many fine qualities and clearly demonstrates that it is a very viable alternative for a wide variety of consumers. CD97DBI d = ÿ Chevrolet S Presentation Fourteen years ago, when they decided to set aside the basic premise that a pickup was first and foremost a work tool, were the executives at General Motors really aware of the wave of success they would begin to enjoy? From their purely utilitarian image, compact pickups have kept only their sturdiness and their physiognomy. So decreed the consumer, won over by the practical aspect of pickups, but in no way prepared to sacrifice the comfort and safety of an automobile. For 1997, the chassis of the S/Sonoma pickups is sturdier, the automatic transmission has been revised, and new colors are available to brighten up both regular and extended cab versions. Interior When designers set out to revamp these models three years ago, they had two fundamental objective in mind. The first was making the body sturdier to satisfy the needs of the traditional buyers; the second was offering a roomy and inviting interior. To achieve their second goal, Chevrolet's stylists parted with tradition by starting with the passenger compartment design before moving on the cockpit that envelopes it. the S/Sonoma is roomier for front-seat passengers, who enjoy the benefits of comfortable bucket seats (an option over the sliding bench seat available as standard equipment) and a fit that provides exactly the right amount of support when the vehicle is cornering. The extended cab version includes two minuscule vinyl auxiliary seats that look as if their passengers can be ejected on command, no doubt because they're so uncomfortable no one would want to stay in them for very long. The third (driver's side) door is very practical, but if you choose it you have to do without one of the auxiliary seats, removed to provide better access to the area behind the front seats. All in all, the passenger compartment is well designed (providing you like plastic). The only thing missing is a passenger-side airbag. Driving Impressions Under the hood is a standard 2.2L four-cylinder engine, exclusive to two-wheel drive models and capable of only mediocre performance levels. For a bit more money, buyers can choose between two derivatives of the 4.3L Vortec V6, both very smooth and very peppy. Rear wheels tend to skate and adherence is minimal when the bed is empty. This is also when road stability is most affected by the rear end's tendency to hop, which decreases the ABS system's primary mission, which is ensuring straight-line stops. The electronic automatic transmission is remarkably smooth, while the manual alternative shifts with remarkable ease. This compact pickup has many fine qualities and clearly demonstrates that it is a very viable alternative for a wide variety of consumers. CD97DBI d 9 ÿ Chevrolet C/K Presentation Full-size pickup trucks account for one quarter of sales of light trucks in Canada. The Chevrolet C/K and GMC Sierra are available in so many versions, it's enough to make your head spin. For example, would you take the regular, extended, or Crew Cab version? With or without the rear seat access panel? The Sportside, Fleetside, or Wideside style? Short or long box? Base, Cheyenne, or Silverado finishing? Two drive wheels (C) or 4X4 (K)? The 1500 Series (1/2 ton), 2500 (3/4 ton) or 3500 (1 ton)? Whew! It's no wonder the company operates four factories to build these trucks. Still, the numbers show that half of all GM trucks sold are extended cab versions. Because these vehicles have been around since 1936 and their buyers are considered very loyal, it's easy to see why some have been faithful to GM for generations, even though that doesn't keep them from secretely wishing for a serious competitor to Ford's F Series and Chrysler's Ram. GM should think about updating its products' appearance, but so far has contented itself with giving them better equipment. Interior The passenger-side airbag is now standard on the 1/2 ton and 3/4 ton vehicles; the ones without the second airbag have a storage bin in its place. A new, optional ceiling-mounted console has reading lights and more storage space. After successfully renovating the cabins of its compact sport utilities, the stylists made radical changes to those of its pickups. You might be carrying hay, oily machine parts, or chickens in the box, but up front you ride in an environment princely enough to warrant wearing a tuxedo. Who could have imagined such luxury and comfort in a pickup truck a decade ago? Driving Impressions The choice of available engines is as vast as the body and cabin styles. Cars on CD invites you to see the company's detailed spec sheets. To summarize: a 4.3 liter V6 (200 hp); a 5.0 liter V8 (230 hp); a 5.7 liter V8 (255 hp); a 6.5 liter turbodiesel V8 (180 hp or 190 hp); and a 7.4 liter V8 (290 hp). In other words, an engine for every size and every job. As has been done with the Tahoe/Yukon, the steering is now tamer at low speeds, and the 1/2 ton 4X4 have a smaller turning diameter. Highway driving can be bouncy, depending on the weight and distribution of the cargo in the box. Fuel consumption is high, but air noise is nicely controlled. You won't take corners on two wheels, but you can still pull into the passing lane with confidence. The full-size C/K and Sierra pickup trucks have many, many reasons to thrill the urban cowboy. Except, of course, if you're hauling Gucci luggage in the rain... CD97DBI d 9 ÿ Chevrolet C/K Presentation Full-size pickup trucks account for one quarter of sales of light trucks in Canada. The Chevrolet C/K and GMC Sierra are available in so many versions, it's enough to make your head spin. For example, would you take the regular, extended, or Crew Cab version? With or without the rear seat access panel? The Sportside, Fleetside, or Wideside style? Short or long box? Base, Cheyenne, or Silverado finishing? Two drive wheels (C) or 4X4 (K)? The 1500 Series (1/2 ton), 2500 (3/4 ton) or 3500 (1 ton)? Whew! It's no wonder the company operates four factories to build these trucks. Still, the numbers show that half of all GM trucks sold are extended cab versions. Because these vehicles have been around since 1936 and their buyers are considered very loyal, it's easy to see why some have been faithful to GM for generations, even though that doesn't keep them from secretely wishing for a serious competitor to Ford's F Series and Chrysler's Ram. GM should think about updating its products' appearance, but so far has contented itself with giving them better equipment. Interior The passenger-side airbag is now standard on the 1/2 ton and 3/4 ton vehicles; the ones without the second airbag have a storage bin in its place. A new, optional ceiling-mounted console has reading lights and more storage space. After successfully renovating the cabins of its compact sport utilities, the stylists made radical changes to those of its pickups. You might be carrying hay, oily machine parts, or chickens in the box, but up front you ride in an environment princely enough to warrant wearing a tuxedo. Who could have imagined such luxury and comfort in a pickup truck a decade ago? Driving Impressions The choice of available engines is as vast as the body and cabin styles. Cars on CD invites you to see the company's detailed spec sheets. To summarize: a 4.3 liter V6 (200 hp); a 5.0 liter V8 (230 hp); a 5.7 liter V8 (255 hp); a 6.5 liter turbodiesel V8 (180 hp or 190 hp); and a 7.4 liter V8 (290 hp). In other words, an engine for every size and every job. As has been done with the Tahoe/Yukon, the steering is now tamer at low speeds, and the 1/2 ton 4X4 have a smaller turning diameter. Highway driving can be bouncy, depending on the weight and distribution of the cargo in the box. Fuel consumption is high, but air noise is nicely controlled. You won't take corners on two wheels, but you can still pull into the passing lane with confidence. The full-size C/K and Sierra pickup trucks have many, many reasons to thrill the urban cowboy. Except, of course, if you're hauling Gucci luggage in the rain... CD97DBI d 9 ÿ Chevrolet C/K Presentation Full-size pickup trucks account for one quarter of sales of light trucks in Canada. The Chevrolet C/K and GMC Sierra are available in so many versions, it's enough to make your head spin. For example, would you take the regular, extended, or Crew Cab version? With or without the rear seat access panel? The Sportside, Fleetside, or Wideside style? Short or long box? Base, Cheyenne, or Silverado finishing? Two drive wheels (C) or 4X4 (K)? The 1500 Series (1/2 ton), 2500 (3/4 ton) or 3500 (1 ton)? Whew! It's no wonder the company operates four factories to build these trucks. Still, the numbers show that half of all GM trucks sold are extended cab versions. Because these vehicles have been around since 1936 and their buyers are considered very loyal, it's easy to see why some have been faithful to GM for generations, even though that doesn't keep them from secretely wishing for a serious competitor to Ford's F Series and Chrysler's Ram. GM should think about updating its products' appearance, but so far has contented itself with giving them better equipment. Interior The passenger-side airbag is now standard on the 1/2 ton and 3/4 ton vehicles; the ones without the second airbag have a storage bin in its place. A new, optional ceiling-mounted console has reading lights and more storage space. After successfully renovating the cabins of its compact sport utilities, the stylists made radical changes to those of its pickups. You might be carrying hay, oily machine parts, or chickens in the box, but up front you ride in an environment princely enough to warrant wearing a tuxedo. Who could have imagined such luxury and comfort in a pickup truck a decade ago? Driving Impressions The choice of available engines is as vast as the body and cabin styles. Cars on CD invites you to see the company's detailed spec sheets. To summarize: a 4.3 liter V6 (200 hp); a 5.0 liter V8 (230 hp); a 5.7 liter V8 (255 hp); a 6.5 liter turbodiesel V8 (180 hp or 190 hp); and a 7.4 liter V8 (290 hp). In other words, an engine for every size and every job. As has been done with the Tahoe/Yukon, the steering is now tamer at low speeds, and the 1/2 ton 4X4 have a smaller turning diameter. Highway driving can be bouncy, depending on the weight and distribution of the cargo in the box. Fuel consumption is high, but air noise is nicely controlled. You won't take corners on two wheels, but you can still pull into the passing lane with confidence. The full-size C/K and Sierra pickup trucks have many, many reasons to thrill the urban cowboy. Except, of course, if you're hauling Gucci luggage in the rain... CD97DBI d 8 ÿ Chevrolet C/K Presentation Full-size pickup trucks account for one quarter of sales of light trucks in Canada. The Chevrolet C/K and GMC Sierra are available in so many versions, it's enough to make your head spin. For example, would you take the regular, extended, or Crew Cab version? With or without the rear seat access panel? The Sportside, Fleetside, or Wideside style? Short or long box? Base, Cheyenne, or Silverado finishing? Two drive wheels (C) or 4X4 (K)? The 1500 Series (1/2 ton), 2500 (3/4 ton) or 3500 (1 ton)? Whew! It's no wonder the company operates four factories to build these trucks. Still, the numbers show that half of all GM trucks sold are extended cab versions. Because these vehicles have been around since 1936 and their buyers are considered very loyal, it's easy to see why some have been faithful to GM for generations, even though that doesn't keep them from secretely wishing for a serious competitor to Ford's F Series and Chrysler's Ram. GM should think about updating its products' appearance, but so far has contented itself with giving them better equipment. Interior The passenger-side airbag is now standard on the 1/2 ton and 3/4 ton vehicles; the ones without the second airbag have a storage bin in its place. A new, optional ceiling-mounted console has reading lights and more storage space. After successfully renovating the cabins of its compact sport utilities, the stylists made radical changes to those of its pickups. You might be carrying hay, oily machine parts, or chickens in the box, but up front you ride in an environment princely enough to warrant wearing a tuxedo. Who could have imagined such luxury and comfort in a pickup truck a decade ago? Driving Impressions The choice of available engines is as vast as the body and cabin styles. Cars on CD invites you to see the company's detailed spec sheets. To summarize: a 4.3 liter V6 (200 hp); a 5.0 liter V8 (230 hp); a 5.7 liter V8 (255 hp); a 6.5 liter turbodiesel V8 (180 hp or 190 hp); and a 7.4 liter V8 (290 hp). In other words, an engine for every size and every job. As has been done with the Tahoe/Yukon, the steering is now tamer at low speeds, and the 1/2 ton 4X4 have a smaller turning diameter. Highway driving can be bouncy, depending on the weight and distribution of the cargo in the box. Fuel consumption is high, but air noise is nicely controlled. You won't take corners on two wheels, but you can still pull into the passing lane with confidence. The full-size C/K and Sierra pickup trucks have many, many reasons to thrill the urban cowboy. Except, of course, if you're hauling Gucci luggage in the rain... CD97DBI d 3 ÿ Chevrolet Chevy Van Presentation Chevrolet and GMC are offering five versions of their full-size minivans, renamed the Express and the Savana. After choosing the number of places they want, potential buyers need only determine which of five engines should power their van. Then comes the time to look at the options list. In other words, it could take weeks of rumination before you sign your first cheque. Revised in 1996, these minivans now have dual airbags, an electronic steering system and four-wheel ABS brakes. Interior The Express and Savana offer four seat configurations capable of accommodating from 5 to 15 passengers, enough to have you elected the local hockey team's official shuttle service. Seats are relatively comfortable, but offer minimal support. The large center console, which hides an easy access point to the mechanical system, robs front-seat passengers of some of their legroom. Perched high, the driver has a perfect view of the vehicle's detailed and easy-to-read instrumentation. The rotary controls for the air conditioning system, positioned in the upper part of the dashboard, are one of many nice touches. Driving Impressions Given its overall size, its center of gravity and its age (the original vehicle came along in 1970 and has undergone no aerodynamic changes since), drivers shouldn't expect miracles. Road stability is marginal on dry surfaces and downright shaky in wet or snowy conditions. The 4.3L Vortec V6 gets its job done, but the 6.5L turbo diesel V8 really draws attention. Its fuel economy is very good, its performances are adequate and its noise level is more than acceptable. For hard work, there's a 290-hp 7.4L gasoline V8 capable of measuring up to a Camaro Z-28 SS. On the down side brakes tend to fade when this monster has to come to a stop and the suspension is stiff on less than perfect roads. With their new look, the Express and Savana are back in the ring for the nth time, fighting for their lives against the Econoline and the Ram Van, two solid contenders. CD97DBI d ; ÿ Chevrolet Camaro Presentation We didn't have the privilege of experiencing the heady times when gasoline flowed freely in the carburettors of V8 engine and when it was easy to impress friends (male or female) by shining your car's rear tires until they threatened to burst. Nostalgia-lovers be warned: General Motors is marketing two "time-travel machines" with its Camaro and Firebird. In their most extreme versions, namely the SS and the Trans Am Ram Air, they promise to bring back your "young and restless" days. Interior Lines are a cartoon rendition from the 1960s, complete with extra wide tires and an air intake (with flaring nostrils) on the hood. The wide and heavy doors (be careful not to scrape the sidewalk, this car is low) open onto a surprisingly cramped cockpit considering the outside dimensions. The two narrow rear seats can accommodate only very docile children, old enough not to need a child's seat and capable of travelling without a security blanket or favorite toys. The front-seat passenger will find it hard to understand why there's a strange bump at his or her feet (for your information, it's the catalyzer). Some consolation comes buy watching the driver, who inevitably and regularly bumps his or her head against the cement-hard headrest. The trunk is hardly worth mentioning given its heavy lid, high sill and cargo room barely enough to take on three grocery bags. Ideal for anyone on an endless low-cal diet! Driving Impressions There are good things and bad things about driving the Camaro and Firebird. Acceleration and passing power are stupendous. Both models cling to the road like Velcro and the steering system has the precise reflexes of a heart surgeon. On the other hand, the six-speed manual transmission requires a hand and foot of steel, and a shockproof back is a must to handle clearly telegraphed road defects, especially on the SS and Trans Am Ram Air versions, where wheel travel is just about nonexistent. The automatic transmission is fine-tuned, but its torque makes shifting gears a rather harrowing process. Since it isn't as wild as the V8, the 3.8L V6 is unquestionably the best choice for anyone who wants to drive a car that's easy to live with on a day to day basis. This coupe's strong tendency to oversteering (with lifting in the rear) is spectacular but very tiring in the long run. Lastly, brakes are hard to gauge because of a firm pedal and their efficiency is average given the high-performance capabilities of these mean machines. The Camaro and Firebird bring back what's best about the past and for some people, that's enough to forget that their electrifying performance is matched only by their rudimentary outfitting. CD97DBI d < ÿ Chevrolet Camaro Presentation We didn't have the privilege of experiencing the heady times when gasoline flowed freely in the carburettors of V8 engine and when it was easy to impress friends (male or female) by shining your car's rear tires until they threatened to burst. Nostalgia-lovers be warned: General Motors is marketing two "time-travel machines" with its Camaro and Firebird. In their most extreme versions, namely the SS and the Trans Am Ram Air, they promise to bring back your "young and restless" days. Interior Lines are a cartoon rendition from the 1960s, complete with extra wide tires and an air intake (with flaring nostrils) on the hood. The wide and heavy doors (be careful not to scrape the sidewalk, this car is low) open onto a surprisingly cramped cockpit considering the outside dimensions. The two narrow rear seats can accommodate only very docile children, old enough not to need a child's seat and capable of travelling without a security blanket or favorite toys. The front-seat passenger will find it hard to understand why there's a strange bump at his or her feet (for your information, it's the catalyzer). Some consolation comes buy watching the driver, who inevitably and regularly bumps his or her head against the cement-hard headrest. The trunk is hardly worth mentioning given its heavy lid, high sill and cargo room barely enough to take on three grocery bags. Ideal for anyone on an endless low-cal diet! Driving Impressions There are good things and bad things about driving the Camaro and Firebird. Acceleration and passing power are stupendous. Both models cling to the road like Velcro and the steering system has the precise reflexes of a heart surgeon. On the other hand, the six-speed manual transmission requires a hand and foot of steel, and a shockproof back is a must to handle clearly telegraphed road defects, especially on the SS and Trans Am Ram Air versions, where wheel travel is just about nonexistent. The automatic transmission is fine-tuned, but its torque makes shifting gears a rather harrowing process. Since it isn't as wild as the V8, the 3.8L V6 is unquestionably the best choice for anyone who wants to drive a car that's easy to live with on a day to day basis. This coupe's strong tendency to oversteering (with lifting in the rear) is spectacular but very tiring in the long run. Lastly, brakes are hard to gauge because of a firm pedal and their efficiency is average given the high-performance capabilities of these mean machines. The Camaro and Firebird bring back what's best about the past and for some people, that's enough to forget that their electrifying performance is matched only by their rudimentary outfitting. CD97DBI d 5 ÿ Chevrolet Cavalier Presentation After a slow start in 1995, the Chevrolet Cavalier and Pontiac Sunfire steadily moved to the head of the pack of cars recognized as the most popular in their category. For 1997, General Motors has made minor changes to its duo, concentrating mainly on details like wheel covers and new inside and outside colors. A closer look shows that the antiskid system (available only on versions with an automatic transmission) is beefed up and doors now have guard beams. Interior Available in coupe, convertible and sedan versions, the Cavalier and Sunfire boast the most extensive lineup on today's market and a very elastic pricing structure, since there's a $10,000 difference between the entry level model and its top-of-the-line counterpart. These models have the advantage of easy access and the interior is roomy but remarkably dull. Some materials are downright pathetic and finishing leaves room for improvement. Storage spaces are practical, the trunk can handle plenty of baggage and the rear seat folds down for extra room. Driving Impressions The 2.2L base engine is sluggish, rough, noisy and plagued by a noticeable vibration level and the rudimentary three-speed automatic transmission does nothing to help. Choosing the optional 2.4L four-cylinder is a good way to ensure more interesting performance levels and the four-speed automatic transmission has the definite appeal of cutting down significantly on the noise level in the passenger compartment. A sure way of keeping operating costs down is to stick with the five-speed manual transmission, standard on all models. On the road, the steering system is precise, but it's much too light to provide any reliable feedback on road conditions. The same can't be said for the suspension, which is very stiff on rough roads. The ABS system is extremely sensitive and activates at the drop of a hat, meanwhile the antiskid system (even "revised") offers only marginal efficiency. When price is a prime consideration, the Cavalier and Sunfire beat the competition fairly often. If your budget is accommodating, though, remember this bit of advice: make your shopping list a bit longer than average. CD97DBI d 5 ÿ Chevrolet Cavalier Presentation After a slow start in 1995, the Chevrolet Cavalier and Pontiac Sunfire steadily moved to the head of the pack of cars recognized as the most popular in their category. For 1997, General Motors has made minor changes to its duo, concentrating mainly on details like wheel covers and new inside and outside colors. A closer look shows that the antiskid system (available only on versions with an automatic transmission) is beefed up and doors now have guard beams. Interior Available in coupe, convertible and sedan versions, the Cavalier and Sunfire boast the most extensive lineup on today's market and a very elastic pricing structure, since there's a $10,000 difference between the entry level model and its top-of-the-line counterpart. These models have the advantage of easy access and the interior is roomy but remarkably dull. Some materials are downright pathetic and finishing leaves room for improvement. Storage spaces are practical, the trunk can handle plenty of baggage and the rear seat folds down for extra room. Driving Impressions The 2.2L base engine is sluggish, rough, noisy and plagued by a noticeable vibration level and the rudimentary three-speed automatic transmission does nothing to help. Choosing the optional 2.4L four-cylinder is a good way to ensure more interesting performance levels and the four-speed automatic transmission has the definite appeal of cutting down significantly on the noise level in the passenger compartment. A sure way of keeping operating costs down is to stick with the five-speed manual transmission, standard on all models. On the road, the steering system is precise, but it's much too light to provide any reliable feedback on road conditions. The same can't be said for the suspension, which is very stiff on rough roads. The ABS system is extremely sensitive and activates at the drop of a hat, meanwhile the antiskid system (even "revised") offers only marginal efficiency. When price is a prime consideration, the Cavalier and Sunfire beat the competition fairly often. If your budget is accommodating, though, remember this bit of advice: make your shopping list a bit longer than average. CD97DBI d 5 ÿ Chevrolet Cavalier Presentation After a slow start in 1995, the Chevrolet Cavalier and Pontiac Sunfire steadily moved to the head of the pack of cars recognized as the most popular in their category. For 1997, General Motors has made minor changes to its duo, concentrating mainly on details like wheel covers and new inside and outside colors. A closer look shows that the antiskid system (available only on versions with an automatic transmission) is beefed up and doors now have guard beams. Interior Available in coupe, convertible and sedan versions, the Cavalier and Sunfire boast the most extensive lineup on today's market and a very elastic pricing structure, since there's a $10,000 difference between the entry level model and its top-of-the-line counterpart. These models have the advantage of easy access and the interior is roomy but remarkably dull. Some materials are downright pathetic and finishing leaves room for improvement. Storage spaces are practical, the trunk can handle plenty of baggage and the rear seat folds down for extra room. Driving Impressions The 2.2L base engine is sluggish, rough, noisy and plagued by a noticeable vibration level and the rudimentary three-speed automatic transmission does nothing to help. Choosing the optional 2.4L four-cylinder is a good way to ensure more interesting performance levels and the four-speed automatic transmission has the definite appeal of cutting down significantly on the noise level in the passenger compartment. A sure way of keeping operating costs down is to stick with the five-speed manual transmission, standard on all models. On the road, the steering system is precise, but it's much too light to provide any reliable feedback on road conditions. The same can't be said for the suspension, which is very stiff on rough roads. The ABS system is extremely sensitive and activates at the drop of a hat, meanwhile the antiskid system (even "revised") offers only marginal efficiency. When price is a prime consideration, the Cavalier and Sunfire beat the competition fairly often. If your budget is accommodating, though, remember this bit of advice: make your shopping list a bit longer than average. CD97DBI d ÿ Chevrolet Corvette As we put the finishing touches on the Auto 97 CD, we were unable to give you our impressions on the new Chevrolet Corvette. The reason is simple: the vehicle had not yet been unveiled to the specialized press. Instead of sharing a few vague or downright fanciful impressions, we suggest you visit our Internet site on a later date . As soon as the year's latest automobiles are introduced in all their splendor, you can find out exactly what the Auto CD team has to say about them. Printed automobile guides have to wait a whole year before they can fill in the blanks they were forced in leave behind. Too bad for them... CD97DBI d ÿ Chevrolet Corvette As we put the finishing touches on the Auto 97 CD, we were unable to give you our impressions on the new Chevrolet Corvette. The reason is simple: the vehicle had not yet been unveiled to the specialized press. Instead of sharing a few vague or downright fanciful impressions, we suggest you visit our Internet site on a later date . As soon as the year's latest automobiles are introduced in all their splendor, you can find out exactly what the Auto CD team has to say about them. Printed automobile guides have to wait a whole year before they can fill in the blanks they were forced in leave behind. Too bad for them... CD97DBI d 3 ÿ Chevrolet Express Presentation Chevrolet and GMC are offering five versions of their full-size minivans, renamed the Express and the Savana. After choosing the number of places they want, potential buyers need only determine which of five engines should power their van. Then comes the time to look at the options list. In other words, it could take weeks of rumination before you sign your first cheque. Revised in 1996, these minivans now have dual airbags, an electronic steering system and four-wheel ABS brakes. Interior The Express and Savana offer four seat configurations capable of accommodating from 5 to 15 passengers, enough to have you elected the local hockey team's official shuttle service. Seats are relatively comfortable, but offer minimal support. The large center console, which hides an easy access point to the mechanical system, robs front-seat passengers of some of their legroom. Perched high, the driver has a perfect view of the vehicle's detailed and easy-to-read instrumentation. The rotary controls for the air conditioning system, positioned in the upper part of the dashboard, are one of many nice touches. Driving Impressions Given its overall size, its center of gravity and its age (the original vehicle came along in 1970 and has undergone no aerodynamic changes since), drivers shouldn't expect miracles. Road stability is marginal on dry surfaces and downright shaky in wet or snowy conditions. The 4.3L Vortec V6 gets its job done, but the 6.5L turbo diesel V8 really draws attention. Its fuel economy is very good, its performances are adequate and its noise level is more than acceptable. For hard work, there's a 290-hp 7.4L gasoline V8 capable of measuring up to a Camaro Z-28 SS. On the down side brakes tend to fade when this monster has to come to a stop and the suspension is stiff on less than perfect roads. With their new look, the Express and Savana are back in the ring for the nth time, fighting for their lives against the Econoline and the Ram Van, two solid contenders. CD97DBI d : ÿ Chevrolet Lumina Presentation Built in Oshawa, Ontario, these mid-sized cars were placed on their new, revised "W" platforms in 1995. The Lumina LTZ has been added to keep the LS company; the LS is now the base version. Along with a modified front and back, the LTZ has been given a fin, body side mouldings, badges and 16-inch aluminum rims. In other words, it looks less anonymous than the LS. The name "Monte Carlo" was introduced way back in 1969; GM dropped it in 1988 after applying it to every possible model, from the SS 454 muscle car of 1972 to the V6 diesel of 1982. It wasn't until the 1993 Detroit show that the Monte Carlo was reborn as a concept car. The fourth generation emerged in the form of the 1995 model, which was available in two versions: LS and Z34. Last year, Chevrolet put standard ABS on the Z34; this rear-wheel drive car rolls into 1997 with pretty much everything it needs. Interior Inside the Lumina, the matching dashboard and steering wheel have been kept simple. The cabin is designed for sensory tranquility. A third passenger can fit up front, which means the Lumina can hold up to six people. Good thing it has a deep trunk, because the back seat does not fold down. The Monte Carlo's does, and its four seats (you could squeeze in a fifth person, if you tried) are so deep, they practically swallow you up. The Monte Carlo's interior is fairly luxurious, unlike the Lumina's barren cabin. The Z34's nice leather trim manages to look both rich and earthy. The only change for 1997 is the power sunroof, which is optional on the sedans and coupes. Driving Impressions The Monte Carlo LS has the 3.1 liter V6 (160 hp), while the Z34 is powered by the the 3.4 liter, 215 horsepower engine. Although both rear-wheel vehicles are meant to be sporty, neither has manual transmission. The engineers reworked the sway bar on the LS and recalibrated the springs. Rear discs are on the options list; the former top-end Lumina could pass itself off as a Monte Carlo with the optional the 3.4 liter engine. This year, the LTZ will develop the same 215 horsepower as the Z34, and has 16-inch tires and a quartet of discs. Despite the rigid road-handling, one still has the impression of driving a big mid-sized vehicle, an impression that is reinforced by the generous head and legroom and the uniform colour scheme. The 3.4 liter dual overhead camshaft develops 40 horses more than the 3.8 liter used by the Buick division, but many drivers still prefer the latter for its suppleness and torque (200 ft-lbs at 4,000 rpm for the Z34, compared with 225 ft-lbs at 3,200 rpm for the Regal). A V8 would really do justice to the Monte Carlo. While the Monte Carlo attracts buyers who wax nostalgic for the 1950s, the Lumina is increasingly finding favour with people who were disappointed by Ford's Sable/Taurus. CD97DBI d : ÿ Chevrolet Venture Presentation In the past, General Motors has always been somewhat pretentious when comparing its achievements to those of its competitors. Now that its first generation Lumina Van and Trans Sport are resting in peace, the world's number one is admitting the lack of competitive edge of its minivans. Most of all, it admits that it's no coincidence that Chrysler's "Supercars" occupy the position they currently do. The Venture (new name of the Chevrolet minivan) and the Trans Sport represent a new chapter in Chevrolet's history. Both these vehicles have a lot to tell us and to be forgiven for. Forget about the polymer panels, the interminable nose and the poor maneuverability of the previous series; Chevrolet and Pontiac have imitated their competitors well and have now surpassed them. Interior A short word on the appearance of these new arrivals to emphasize, desspite its plastic ribs, the presence of the Trans Sport as compared to the Venture which lacks zest, owing to its grille which is similar in appearance to that of the Caprice. This being said, the GM minivans, like the Chrysler "Supercars", are available in regular and long wheelbase versions. The long wheelbase model also has a fourth door. Now, the doors open on a bright, felt-covered and inviting interior, offering a comfortable driving position, panoramic visibility, enhanced equipment and instruments (still lacking in the Chevrolet) and controls which are easy to read and handle. There are also a few drawbacks: rear speakers which are located too low in the rear luggage compartment, the lack of an accessible coat hook (three doors only) and windshield wipers which just pile up the snow, slush and rain several centimetres from the roof members. Driving Impressions Hats off to GM for having equipped its minivans with only one type of engine, the 3.4 litre, 180 hp V6, which is up to the task and has amazing power recovery. The four-speed automatic transmission works smoothly and faultlessly. As for vehicle handling, the Venture and Trans Sport have made a giant leap forward with respect to their ancestors. Easier to maneuver and more pleasant to drive, these two minivans have what it takes to compete against their Chrysler counterparts. Unlike the latter, you feel more like you're driving a truck when you're at the wheel of a Chevrolet or Pontiac. There is some steering play in the centre and a less-assured performance in turns, no doubt due to the vehicle's width. Too bad GM doesn't offer a four-disc brake system, even as an option, on these minivans which, like so many other vehicles in this category, run out of breath after a few untimely brakings. The Venture and Trans Sport can already be considered as the "Supercars" only serious contenders, liable to break their supremacy. Unfortunately for GM and for consumers, the initial production rate will surely make the supply less than the demand. CD97DBI d ÿ Chevrolet Malibu As we put the finishing touches on the Auto 97 CD, we were unable to give you our impressions on the new Chevrolet Malibu. The reason is simple: the vehicle had not yet been unveiled to the specialized press. Instead of sharing a few vague or downright fanciful impressions, we suggest you visit our Internet site on a later date . As soon as the year's latest automobiles are introduced in all their splendor, you can find out exactly what the Auto CD team has to say about them. Printed automobile guides have to wait a whole year before they can fill in the blanks they were forced in leave behind. Too bad for them... CD97DBI d : ÿ Chevrolet Monte Carlo Presentation Built in Oshawa, Ontario, these mid-sized cars were placed on their new, revised "W" platforms in 1995. The Lumina LTZ has been added to keep the LS company; the LS is now the base version. Along with a modified front and back, the LTZ has been given a fin, body side mouldings, badges and 16-inch aluminum rims. In other words, it looks less anonymous than the LS. The name "Monte Carlo" was introduced way back in 1969; GM dropped it in 1988 after applying it to every possible model, from the SS 454 muscle car of 1972 to the V6 diesel of 1982. It wasn't until the 1993 Detroit show that the Monte Carlo was reborn as a concept car. The fourth generation emerged in the form of the 1995 model, which was available in two versions: LS and Z34. Last year, Chevrolet put standard ABS on the Z34; this rear-wheel drive car rolls into 1997 with pretty much everything it needs. Interior Inside the Lumina, the matching dashboard and steering wheel have been kept simple. The cabin is designed for sensory tranquility. A third passenger can fit up front, which means the Lumina can hold up to six people. Good thing it has a deep trunk, because the back seat does not fold down. The Monte Carlo's does, and its four seats (you could squeeze in a fifth person, if you tried) are so deep, they practically swallow you up. The Monte Carlo's interior is fairly luxurious, unlike the Lumina's barren cabin. The Z34's nice leather trim manages to look both rich and earthy. The only change for 1997 is the power sunroof, which is optional on the sedans and coupes. Driving Impressions The Monte Carlo LS has the 3.1 liter V6 (160 hp), while the Z34 is powered by the the 3.4 liter, 215 horsepower engine. Although both rear-wheel vehicles are meant to be sporty, neither has manual transmission. The engineers reworked the sway bar on the LS and recalibrated the springs. Rear discs are on the options list; the former top-end Lumina could pass itself off as a Monte Carlo with the optional the 3.4 liter engine. This year, the LTZ will develop the same 215 horsepower as the Z34, and has 16-inch tires and a quartet of discs. Despite the rigid road-handling, one still has the impression of driving a big mid-sized vehicle, an impression that is reinforced by the generous head and legroom and the uniform colour scheme. The 3.4 liter dual overhead camshaft develops 40 horses more than the 3.8 liter used by the Buick division, but many drivers still prefer the latter for its suppleness and torque (200 ft-lbs at 4,000 rpm for the Z34, compared with 225 ft-lbs at 3,200 rpm for the Regal). A V8 would really do justice to the Monte Carlo. While the Monte Carlo attracts buyers who wax nostalgic for the 1950s, the Lumina is increasingly finding favour with people who were disappointed by Ford's Sable/Taurus. CD97DBI d 2 ÿ Chevrolet Suburban Presentation In Texas, the land of excess, the Suburban reigns supreme. Bigger than any of its rivals, this huge utility gets what it wants, capturing a full 64% of sales in its market segment. For 1997, General Motors has included a passenger-side airbag and adjustable three-point safety belts for the passengers assigned to the middle seat. Coupled with these innovations are an improved transmission, a more efficient variable-assist power steering system, and a quieter engine fan. Interior It's only a slight exaggeration to say that the Suburban's interior is so roomy, you can get lost in it. With the right choice of options, you can invite nine people aboard, with their baggage, and you can head out on holidays while enjoying a comfort level worthy of a limousine. The Suburban comes with a very long and detailed list of options, and it's easy to lose your way as you read it - or to curse GM, which makes no bones about charging extra for accessories like rear-seat heating and air conditioning or a height-adjustable steering column. Nothing short of abuse. Driving Impressions You guessed it: this model offers far from ideal manoeuvrability. Parking is a complicated process and the turning radius on the all-wheel drive version is very long. The two V8 engines, with 5.7 litres or 7.4 litres, get their job done efficiently but you'd better turn a blind eye to the amount of gasoline they guzzle. You'll be contributing less to the coffers of oil companies (but more to GM's) if you choose the turbo diesel 6.5L V8, optional (like everything else that's good about this model). The Suburban's high overall weight does nothing to make life easy for its brakes, even when they're combined with an ABS system, and they have a hard time keeping stopping distances within the reasonable range. Despite its faults and excesses, the Suburban keeps two assembly plants running at full production capacity and the manufacturer still has a difficult time keeping pace with demand. CD97DBI d 2 ÿ Chevrolet Suburban Presentation In Texas, the land of excess, the Suburban reigns supreme. Bigger than any of its rivals, this huge utility gets what it wants, capturing a full 64% of sales in its market segment. For 1997, General Motors has included a passenger-side airbag and adjustable three-point safety belts for the passengers assigned to the middle seat. Coupled with these innovations are an improved transmission, a more efficient variable-assist power steering system, and a quieter engine fan. Interior It's only a slight exaggeration to say that the Suburban's interior is so roomy, you can get lost in it. With the right choice of options, you can invite nine people aboard, with their baggage, and you can head out on holidays while enjoying a comfort level worthy of a limousine. The Suburban comes with a very long and detailed list of options, and it's easy to lose your way as you read it - or to curse GM, which makes no bones about charging extra for accessories like rear-seat heating and air conditioning or a height-adjustable steering column. Nothing short of abuse. Driving Impressions You guessed it: this model offers far from ideal manoeuvrability. Parking is a complicated process and the turning radius on the all-wheel drive version is very long. The two V8 engines, with 5.7 litres or 7.4 litres, get their job done efficiently but you'd better turn a blind eye to the amount of gasoline they guzzle. You'll be contributing less to the coffers of oil companies (but more to GM's) if you choose the turbo diesel 6.5L V8, optional (like everything else that's good about this model). The Suburban's high overall weight does nothing to make life easy for its brakes, even when they're combined with an ABS system, and they have a hard time keeping stopping distances within the reasonable range. Despite its faults and excesses, the Suburban keeps two assembly plants running at full production capacity and the manufacturer still has a difficult time keeping pace with demand. CD97DBI d = ÿ Chevrolet Tahoe Presentation The Tahoe/Yukon dates back to 1970, but it took until 1992 before it adopted the full-size pickup (C/K and Sierra) configuration (chassis and power train). There are eight two-door Tahoe/Yukon models in all: the base/SL, LS/SLE, LT/SLT and Sport (in both lineups), the latter available only with AWD, while the others have on-demand rear-wheel drive. The four-door Tahoe/Yukon first came along in 1995 and there are two in each range: the LS/SLE and the LT/SLT. GM was lucky enough to capture the niche for full-size utilities and keep for itself, but its monopoly is coming to an end this year with the introduction of the Ford Expedition. Compared to their smaller and more compact cousins (like the Blazer/Jimmy, Explorer and Grand Cherokee), the Tahoe/Yukon can handle more passengers and more cargo. Their towing capacity was already remarkable, but GM has just hiked it to 2,268 kg (5,000 lbs.) with the right equipment. Other innovations for this model year are on the inside. Interior At last, this year a passenger-side airbag has been added to features. A switch positioned on the rear door post lets rear-seat passengers activate the central locking system. And now, depending on needs, the center console can house CDs, cassettes or can feature a cup holder. The driver simply needs to flick the Insta-Trac switch to go from rear-wheel to all-wheel drive. You want more towing capacity? Another switch lets you go from 4H to 4L. The rear door that opens vertically rather than horizontally is the best of two choices, since the latter design limits rear visibility. The luxury of more elaborate versions makes even work-related outings a pleasure. Driving Impressions Two engines. The first is a 5.7L V8 that had a 200-hp output in 1995, but was upgraded to 255 horses last year. Since it has a super torque level of 330 ft.-lbs., 75% of buyers who choose the Tahoe/Yukon mainly for hauling purposes are thrilled with their decision. The 180-hp turbo diesel 6.5L V8 introduced in 1994 provides even more torque (360 ft.-lbs.) but is solely featured on two-door 4X4 versions. Parking or towing manoeuvres are easier thanks to the addition of speed-sensitive steering. In the past, some people complained about the AWD models' turning radius and now the situation has been corrected. Engineers also made a special effort to cut down on engine noise, especially from the cooling fan. The automatic transmission's electronic components have also been fine tuned. The independent front suspension and solid rear axle manage to provide a smooth ride. Cargo space is admirable. The Tahoe/Yukon is a powerful and complete vehicle, designed for a clientele that wants to haul, tow and toil, but in comfort. CD97DBI d = ÿ Chevrolet Tahoe Presentation The Tahoe/Yukon dates back to 1970, but it took until 1992 before it adopted the full-size pickup (C/K and Sierra) configuration (chassis and power train). There are eight two-door Tahoe/Yukon models in all: the base/SL, LS/SLE, LT/SLT and Sport (in both lineups), the latter available only with AWD, while the others have on-demand rear-wheel drive. The four-door Tahoe/Yukon first came along in 1995 and there are two in each range: the LS/SLE and the LT/SLT. GM was lucky enough to capture the niche for full-size utilities and keep for itself, but its monopoly is coming to an end this year with the introduction of the Ford Expedition. Compared to their smaller and more compact cousins (like the Blazer/Jimmy, Explorer and Grand Cherokee), the Tahoe/Yukon can handle more passengers and more cargo. Their towing capacity was already remarkable, but GM has just hiked it to 2,268 kg (5,000 lbs.) with the right equipment. Other innovations for this model year are on the inside. Interior At last, this year a passenger-side airbag has been added to features. A switch positioned on the rear door post lets rear-seat passengers activate the central locking system. And now, depending on needs, the center console can house CDs, cassettes or can feature a cup holder. The driver simply needs to flick the Insta-Trac switch to go from rear-wheel to all-wheel drive. You want more towing capacity? Another switch lets you go from 4H to 4L. The rear door that opens vertically rather than horizontally is the best of two choices, since the latter design limits rear visibility. The luxury of more elaborate versions makes even work-related outings a pleasure. Driving Impressions Two engines. The first is a 5.7L V8 that had a 200-hp output in 1995, but was upgraded to 255 horses last year. Since it has a super torque level of 330 ft.-lbs., 75% of buyers who choose the Tahoe/Yukon mainly for hauling purposes are thrilled with their decision. The 180-hp turbo diesel 6.5L V8 introduced in 1994 provides even more torque (360 ft.-lbs.) but is solely featured on two-door 4X4 versions. Parking or towing manoeuvres are easier thanks to the addition of speed-sensitive steering. In the past, some people complained about the AWD models' turning radius and now the situation has been corrected. Engineers also made a special effort to cut down on engine noise, especially from the cooling fan. The automatic transmission's electronic components have also been fine tuned. The independent front suspension and solid rear axle manage to provide a smooth ride. Cargo space is admirable. The Tahoe/Yukon is a powerful and complete vehicle, designed for a clientele that wants to haul, tow and toil, but in comfort. CD97DBI d 4 ÿ Chrysler Cirrus Presentation It's hard to shine in a market segment as crowded as the one occupied by compacts. Nonetheless the Chrysler corporation has managed to leave its mark thanks to a commercialization strategy developed point by point, forcing the specialized media to shine not one, but three spotlights on its JA series trio. Despite their many resemblances, the Cirrus, Stratus and Breeze each take on the identity of the divisions responsible for selling them and so they can be sporty (Dodge), luxurious (Chrysler) or economical (Plymouth). This is a winning three-member team, but still it suffers a bit when compared to the LS sedans, roomier and not that much more expensive to buy. Interior Sleek lines, good sizing - these models have looks that deserve the most flattering of adjectives. Inside, Chrysler's efforts at creating a welcoming ambiance are a very pleasant surprise. The Cirrus's warm fake wood inlays are in sharp contrast to the plastic used on the Breeze and Stratus. The driving position, instrumentation and control positioning don't deserve any particular criticism. Storage spaces used to be limited in number, but the addition of a new dual-purpose console (armrest and storage bin) has improved things. Meanwhile, the gearshift lever is now located in a new back-lit grille. Visibility is good from all angles except for the rear, where it is limited by the high trunk lid. Finishing shows improvement, but still needs some work. Driving Impressions The V6 lacks power in the lower rpm range and gets noisier as it climbs to higher levels. And it's not the best match for the automatic transmission, the only alternative. The 2.0L four-cylinder provides modest power given the model's weight, but the five-speed manual transmission lets the driver have a bit of fun with shifting. These three compacts grip the road with rare tenacity and immediately earn their drivers' trust. However, they're behavior isn't as predictable when you have to stop; the ABS system quickly demonstrates that it isn't designed to shorten stopping distances. Well calibrated, the suspension causes minimal roll, but when road conditions are poor it can react harshly at times. CD97DBI d + ÿ Chrysler Concord Presentation Still one year to go for the LH sedans in their current incarnation. After a stellar career the first half of this decade, the Intrepid, Concord and Vision will be completely renewed for next year. They will probably be less imposing and better finished. Until then, the current series is doing a last lap around the track. To mark the occasion, Chrysler simply perfected a few details and added to the colour palette. Interior Five years after their launch, the LH cars show no signs of aging. The same can't be said of the cockpit, where the quality of the plastics still leaves something to be desired. However, we have nothing but praise for the easy-to-reach controls and the instrument panel, which is complete and easy to consult. Front and rear leg and headroom is still exemplary, and this car can very comfortably seat five. The trunk is one of the most spacious of all vehicles in its category, although the high sill makes it a little hard to load. Driving Impressions On the road, the LH turns out honest performances. The 4.5 liter V6 engine is more supple and livelier than the sleepy 3.3 liter. The optional Autostick proves to be more of a marketing gimmick than a performance tool, as it doesn't do much for accelerations. The steering is nicely balanced and accurate. The vehicle's size makes city parking somewhat complicated, however. The base suspension is well calibrated, unlike the other, sportier version, which is hard on both passengers and on the stiff body. The ABS system seems to be indispensable to the vehicle's stability in braking. However, the traction control that is available with the ABS is not as effective or as quiet as it could be-it only works at the low end. Aside from somewhat erratic finishing, the LH has reached a level of maturity that makes it quite appealing. CD97DBI d + ÿ Chrysler Intrepid Presentation Still one year to go for the LH sedans in their current incarnation. After a stellar career the first half of this decade, the Intrepid, Concord and Vision will be completely renewed for next year. They will probably be less imposing and better finished. Until then, the current series is doing a last lap around the track. To mark the occasion, Chrysler simply perfected a few details and added to the colour palette. Interior Five years after their launch, the LH cars show no signs of aging. The same can't be said of the cockpit, where the quality of the plastics still leaves something to be desired. However, we have nothing but praise for the easy-to-reach controls and the instrument panel, which is complete and easy to consult. Front and rear leg and headroom is still exemplary, and this car can very comfortably seat five. The trunk is one of the most spacious of all vehicles in its category, although the high sill makes it a little hard to load. Driving Impressions On the road, the LH turns out honest performances. The 4.5 liter V6 engine is more supple and livelier than the sleepy 3.3 liter. The optional Autostick proves to be more of a marketing gimmick than a performance tool, as it doesn't do much for accelerations. The steering is nicely balanced and accurate. The vehicle's size makes city parking somewhat complicated, however. The base suspension is well calibrated, unlike the other, sportier version, which is hard on both passengers and on the stiff body. The ABS system seems to be indispensable to the vehicle's stability in braking. However, the traction control that is available with the ABS is not as effective or as quiet as it could be-it only works at the low end. Aside from somewhat erratic finishing, the LH has reached a level of maturity that makes it quite appealing. CD97DBI d & ÿ Chrysler LHS Presentation The LHS acts like an aristocrat, but the mask is slipping. The "waterfall" grill and old-style, curved rear window betray its origins-that is, an LH sedan that's a few centimetres longer. After a rip-roaring departure in 1993, the LHS is slowing down and will stop come to a full stop. To prepare it for its final journey, Chrysler has given it a new colour (pearl) and refined some aspects of the automatic transmission. Interior The interior of the LHS is quite inviting, and comfortable enough for the whole family. And with a volume of 507 liters, the trunk is spacious, too. When you consider the extremely competitive price of this car, how can we criticize its esthetic shortcomings? We're thinking here of the imitation wood trim, rough textured fabric, shoddy-looking plastic... not to mention rather uneven finishing. Rear visibility also proved to be poor during parking maneouvres. Driving Impressions Chrysler's effort to reduce noise in the cabin have not been very successful, so far. The only way to get rid of them is to turn up the radio! The 3.5 liter V6 is about average, and the automatic transmission is occasionally jerky. The suspension is a bit stiff, but the precise steering gives the LHS remarkable stability. The brakes work uneasily with an ABS system that reacts nervously to holes and bumps. For the price, the LHS is certainly one of the roomiest cars in its category, but that is not enough to make it a winner. CD97DBI d / ÿ Chrysler Sebring Cabriolet Presentation Two hundred million dollars to control a part of the market that accounts for only 1.3% of car sales in the United States. That's a tidy sum! And yet, that is how much Chrysler invested to produce the Sebring Cabriolet, a model that is apparently essential to the image of any serious manufacturer. Aware of the "fragility" of a car without its top, Chrysler very carefully reinforced the body to make it straight and stiff. We won't get into the number or size of the reinforcements, but rather concentrate on the end result: the Sebring weighs 196 kg more than a Cirrus, albeit without the same weight distribution. Interior We're in familiar territory as soon as we climb aboard. The Sebring Cabriolet's interior is almost a carbon copy of the Cirrus's. Almost; this convertible has been equipped with new seats with built-in seatbelts. More importantly, though, th car can seat four, even if shoulder room is a bit tight. Rear visibility is poor, but at least there is rear defrost to help deal with winter. Watch out: the conducting wires tend to get pulled out when you put the top back on! The power roof works beautifully, by the way, taking just 60 seconds to accomplish the task, boot cover included. You have to roll the windows down to put the roof on, though, so be sure you roll them back up before you head to the car wash! Driving Impressions The Sebring Cabriolet soon makes one forget the LeBaron GTC it replaced. Stiffer and more stable, this car defends itself very well, especially with the heavy-duty suspension and 16-inch tires. A degree of comfort is lost in the process, but that is offset by more precise handling and good road-holding in corners. Unfortunately, these qualities are mitigated by so-so engines. The 2.4 liter four-cylinder is rough, and the 2.5 liter six just doesn't put out at the low end. The automatic transmission it is matched with tends to momentarily lose its bearings, which is disconcerting when the pedal is pushed to the floor. The Sebring's other Achille's heel is its brakes: they're hard to apply in measured doses and require a firm foot. But let's be honest, here: these flaws are minor when you're driving with the top down on a hot summer day! CD97DBI d , ÿ Chrysler Sebring Presentation Before entering their third year of existence, the Avenger and Sebring coupes were treated to a visit to a plastic surgeon and came back refreshed, and more convincing, with rebellious noses and firmer jaws. To give the duo an even more imposing presence, the maker suggests 17-inch tires that really fill the wheel wells. Men will probably like these "virile" touches, but what about the women who have done their part to support this family of coupes? Interior Did Chrysler's PR people really take a good look before announcing that the cabin bears the stamp of newness? Oh, there are new details, but on the whole, the layout is depressingly the same. The plastics are poor quality and the strips of imitation wood (Sebring) are truly seedy. Furthermore, the low driving position is plain uncomfortable and hampers rear visibility. Being coupes, both can seat four adults decently enough, although the people in back will have to settle for windows that don't open. Driving Impressions Might as well say it right off: leave your hopes at the door before climbing into an Avenger or Sebring. They say people like these cars for their looks and practicality. But the heavy front end makes it less agile and prone to understeering in corners. The responsive steering conveys bumps and ruts, especially with the 17-inch tires, and it takes frequent adjustments to keep the car on a straight course. The 2.4 liter V6 is no battle horse, and it is teamed up with a transmission that occasionally has trouble finding the right gear. The 2.0 liter four-cylinder is less exciting, but at least it is combined with the satisfying manual gearbox. Finally, despite the modest power of the rear-wheel drive, the brakes have trouble keeping up and tend to heat too fast. Quite simply, these coupes are for people who prefer form over function. CD97DBI d 1 ÿ Chrysler Town & Country Presentation Thirteen years in power will tire you out, say parliamentary observers. That is not true in the automotive business, where the Caravan, Voyager, and Town & Country win their elections year in, year out. And it's not for lack of opposition, either! The second generation, which was introduced in 1994, is proving to be more versatile, more generous, more modern, more refined and as innovative as the first. All it needed was all-wheel drive, which is now available on the extended wheelbase versions. Interior The interior of this assembled-in-Canada minivan is successful from a design standpoint. The inexpensive appearance of some of the plastics is an irritant, as are a few finishing touches, but overall, this minivan is without a doubt what Chrysler currently does best. With its plunging hood and excellent panoramic visibility, the vehicle inspires a feeling of confidence that is marred only by the bulky size of the extended wheelbase version. The interior is impressively roomy, although luggage space on the regular version is a bit cramped when all the seats are up. Although it's mounted on wheels, the rear benchseat is as hard as ever to get into position. As for the optional second sliding door for the driver's side, don't look at the price, just go for it. Driving Impressions Of all the available engines, the 3.8 liter V6 is the best, followed closely by the 3.3 liter V6, which also has the advantage of being more economical at the pump. The 3.0 liter V6 and the 2.4 liter four-cylinder are short-winded, especially with the three-speed automatic transmission that is standard with them. Road handling is as impressive as ever, particularly with the 16-inch tires (which, unfortunately, only accompany the high-end model). The latter model is also the only one with traction control, not the most sophisticated but still handy on slippery surfaces. Like many other minivans, the brakes (discs/drums), even coupled with ABS, are susceptible to heating, despite Chrysler's efforts to correct this. The all-wheel drive version, for its part, has four disc brakes. Notwithstanding their minor flaws, these minivans will be popular with buyers as long as no worthy opponent appears on the scene. CD97DBI d + ÿ Dodge Avenger Presentation Before entering their third year of existence, the Avenger and Sebring coupes were treated to a visit to a plastic surgeon and came back refreshed, and more convincing, with rebellious noses and firmer jaws. To give the duo an even more imposing presence, the maker suggests 17-inch tires that really fill the wheel wells. Men will probably like these "virile" touches, but what about the women who have done their part to support this family of coupes? Interior Did Chrysler's PR people really take a good look before announcing that the cabin bears the stamp of newness? Oh, there are new details, but on the whole, the layout is depressingly the same. The plastics are poor quality and the strips of imitation wood (Sebring) are truly seedy. Furthermore, the low driving position is plain uncomfortable and hampers rear visibility. Being coupes, both can seat four adults decently enough, although the people in back will have to settle for windows that don't open. Driving Impressions Might as well say it right off: leave your hopes at the door before climbing into an Avenger or Sebring. They say people like these cars for their looks and practicality. But the heavy front end makes it less agile and prone to understeering in corners. The responsive steering conveys bumps and ruts, especially with the 17-inch tires, and it takes frequent adjustments to keep the car on a straight course. The 2.4 liter V6 is no battle horse, and it is teamed up with a transmission that occasionally has trouble finding the right gear. The 2.0 liter four-cylinder is less exciting, but at least it is combined with the satisfying manual gearbox. Finally, despite the modest power of the rear-wheel drive, the brakes have trouble keeping up and tend to heat too fast. Quite simply, these coupes are for people who prefer form over function. CD97DBI d 1 ÿ Dodge Caravan Presentation Thirteen years in power will tire you out, say parliamentary observers. That is not true in the automotive business, where the Caravan, Voyager, and Town & Country win their elections year in, year out. And it's not for lack of opposition, either! The second generation, which was introduced in 1994, is proving to be more versatile, more generous, more modern, more refined and as innovative as the first. All it needed was all-wheel drive, which is now available on the extended wheelbase versions. Interior The interior of this assembled-in-Canada minivan is successful from a design standpoint. The inexpensive appearance of some of the plastics is an irritant, as are a few finishing touches, but overall, this minivan is without a doubt what Chrysler currently does best. With its plunging hood and excellent panoramic visibility, the vehicle inspires a feeling of confidence that is marred only by the bulky size of the extended wheelbase version. The interior is impressively roomy, although luggage space on the regular version is a bit cramped when all the seats are up. Although it's mounted on wheels, the rear benchseat is as hard as ever to get into position. As for the optional second sliding door for the driver's side, don't look at the price, just go for it. Driving Impressions Of all the available engines, the 3.8 liter V6 is the best, followed closely by the 3.3 liter V6, which also has the advantage of being more economical at the pump. The 3.0 liter V6 and the 2.4 liter four-cylinder are short-winded, especially with the three-speed automatic transmission that is standard with them. Road handling is as impressive as ever, particularly with the 16-inch tires (which, unfortunately, only accompany the high-end model). The latter model is also the only one with traction control, not the most sophisticated but still handy on slippery surfaces. Like many other minivans, the brakes (discs/drums), even coupled with ABS, are susceptible to heating, despite Chrysler's efforts to correct this. The all-wheel drive version, for its part, has four disc brakes. Notwithstanding their minor flaws, these minivans will be popular with buyers as long as no worthy opponent appears on the scene. CD97DBI d . ÿ DODGE DAKOTA Dodge has completely redesigned its Dakota in honour of the millennium. This light truck stands almost alone in its niche of intermediary pickups, unless you consider the Toyota T100 as a competitor. Dodge designers have gone back to the theme of the now famous full-size Ram. Despite its more attractive appearance, the Dakota is still available with a regular or extended cab. Don't waste your time, however, looking for the third door like at Ford or GM. The Dakota long body is available with a regular cab only. Unfortunately, none of the bodies available can accommodate the usual reference, a flat 4' x 8' plywood panel. Interior At last, the Dakota is equipped with a second airbag on the passenger's side. Among the various seating configurations are a conventional bench seat, bucket seats, and a 40-20-40 seat. The extended cab comprises a rear bench seat facing the front. This seat can accommodate three people and its cushions conceal storage spaces. The typical Chrysler instruments are very easy to read, except for the trip mileage indicator which is usually hidden by reflections. Driving Impressions The base model Dakota, with its 2.5 litre, four-cylinder engine, suffers from a vitamin deficiency; the optional 3.9 litre V6 is your best bet by far. As for the 5.2 litre V8, acceleration is adequate and recovery is reassuring, but you'll have to pay the price at the gas pump. The new Dakota has retained several of the previous version's features, but these have been sufficiently modified to offer improved steering and a softer suspension, which still has what it takes when the vehicle is fully loaded (up to 1,180 kg, while traction capacity exceeds 3,000 kg). The four-wheel drive model has a 4X4 system which is activated by a floor lever (no electronic control) and can freely thread its way along narrow roads thanks to its tires, which are large and aggressive (even more so on the regular cab and short body Dakota!) If you gloss over the narrow body, the weak four cylinders and the small ergonomic drawbacks of the interior, you'll find the Dodge Dakota to be sturdy and serviceable. CD97DBI d / ÿ DODGE DAKOTA Dodge has completely redesigned its Dakota in honour of the millennium. This light truck stands almost alone in its niche of intermediary pickups, unless you consider the Toyota T100 as a competitor. Dodge designers have gone back to the theme of the now famous full-size Ram. Despite its more attractive appearance, the Dakota is still available with a regular or extended cab. Don't waste your time, however, looking for the third door like at Ford or GM. The Dakota long body is available with a regular cab only. Unfortunately, none of the bodies available can accommodate the usual reference, a flat 4' x 8' plywood panel. Interior At last, the Dakota is equipped with a second airbag on the passenger's side. Among the various seating configurations are a conventional bench seat, bucket seats, and a 40-20-40 seat. The extended cab comprises a rear bench seat facing the front. This seat can accommodate three people and its cushions conceal storage spaces. The typical Chrysler instruments are very easy to read, except for the trip mileage indicator which is usually hidden by reflections. Driving Impressions The base model Dakota, with its 2.5 litre, four-cylinder engine, suffers from a vitamin deficiency; the optional 3.9 litre V6 is your best bet by far. As for the 5.2 litre V8, acceleration is adequate and recovery is reassuring, but you'll have to pay the price at the gas pump. The new Dakota has retained several of the previous version's features, but these have been sufficiently modified to offer improved steering and a softer suspension, which still has what it takes when the vehicle is fully loaded (up to 1,180 kg, while traction capacity exceeds 3,000 kg). The four-wheel drive model has a 4X4 system which is activated by a floor lever (no electronic control) and can freely thread its way along narrow roads thanks to its tires, which are large and aggressive (even more so on the regular cab and short body Dakota!) If you gloss over the narrow body, the weak four cylinders and the small ergonomic drawbacks of the interior, you'll find the Dodge Dakota to be sturdy and serviceable. CD97DBI d 1 ÿ Dodge Caravan Presentation Thirteen years in power will tire you out, say parliamentary observers. That is not true in the automotive business, where the Caravan, Voyager, and Town & Country win their elections year in, year out. And it's not for lack of opposition, either! The second generation, which was introduced in 1994, is proving to be more versatile, more generous, more modern, more refined and as innovative as the first. All it needed was all-wheel drive, which is now available on the extended wheelbase versions. Interior The interior of this assembled-in-Canada minivan is successful from a design standpoint. The inexpensive appearance of some of the plastics is an irritant, as are a few finishing touches, but overall, this minivan is without a doubt what Chrysler currently does best. With its plunging hood and excellent panoramic visibility, the vehicle inspires a feeling of confidence that is marred only by the bulky size of the extended wheelbase version. The interior is impressively roomy, although luggage space on the regular version is a bit cramped when all the seats are up. Although it's mounted on wheels, the rear benchseat is as hard as ever to get into position. As for the optional second sliding door for the driver's side, don't look at the price, just go for it. Driving Impressions Of all the available engines, the 3.8 liter V6 is the best, followed closely by the 3.3 liter V6, which also has the advantage of being more economical at the pump. The 3.0 liter V6 and the 2.4 liter four-cylinder are short-winded, especially with the three-speed automatic transmission that is standard with them. Road handling is as impressive as ever, particularly with the 16-inch tires (which, unfortunately, only accompany the high-end model). The latter model is also the only one with traction control, not the most sophisticated but still handy on slippery surfaces. Like many other minivans, the brakes (discs/drums), even coupled with ABS, are susceptible to heating, despite Chrysler's efforts to correct this. The all-wheel drive version, for its part, has four disc brakes. Notwithstanding their minor flaws, these minivans will be popular with buyers as long as no worthy opponent appears on the scene. CD97DBI d * ÿ Dodge Neon Presentation The still-perky Neon seems to have what it takes to win over Generation Xers (the 18 to 32 age group). Unfortunately, most of those buyers are still hooked on their Hondas. Maybe the new, optional "Tango" seat fabric on the 1997 Neon will make them change their minds. For Chrysler's sake, we hope so, since any other changes made to the car are minor. An EX version could very well be in the lineup again this year to tempt first-time car buyers to consider that sub-compact. Interior The car is rightly known for its spacious interior, but finishing is irregular and the plush seats are neither terribly comfortable nor very practical to maintain. The massive, intrusive dashboard has one control less than it did, as the essential tachometer is no longer standard. Is assembly quality also optional? One thing's for sure: with a strong wind, the powerful jets of water from the automatic windshield washer nozzles end up dripping through the side windows, which have no bezels. Driving Impressions None of us are getting any younger, and that goes for the Neon, too. The two 2.9 liter four-cylinder engines (one with 8-valve cylinder head, the other with 16) are both powerful and rugged. They can be teamed with an optional three-speed automatic transmission that is crude and awkward. The well-balanced steering plays a big part in driving pleasure. The suspension is reasonably comfortable, but the antilock system barely masks the weak brakes, which are already known for their lack of staying power and instability. This flaw is even unnerving with the most powerful engine (150 hp). What do we need to retain about the Neon? That it is a rough draft of an excellent car, and that we can't wait to see the final version. CD97DBI d * ÿ Dodge Neon Presentation The still-perky Neon seems to have what it takes to win over Generation Xers (the 18 to 32 age group). Unfortunately, most of those buyers are still hooked on their Hondas. Maybe the new, optional "Tango" seat fabric on the 1997 Neon will make them change their minds. For Chrysler's sake, we hope so, since any other changes made to the car are minor. An EX version could very well be in the lineup again this year to tempt first-time car buyers to consider that sub-compact. Interior The car is rightly known for its spacious interior, but finishing is irregular and the plush seats are neither terribly comfortable nor very practical to maintain. The massive, intrusive dashboard has one control less than it did, as the essential tachometer is no longer standard. Is assembly quality also optional? One thing's for sure: with a strong wind, the powerful jets of water from the automatic windshield washer nozzles end up dripping through the side windows, which have no bezels. Driving Impressions None of us are getting any younger, and that goes for the Neon, too. The two 2.9 liter four-cylinder engines (one with 8-valve cylinder head, the other with 16) are both powerful and rugged. They can be teamed with an optional three-speed automatic transmission that is crude and awkward. The well-balanced steering plays a big part in driving pleasure. The suspension is reasonably comfortable, but the antilock system barely masks the weak brakes, which are already known for their lack of staying power and instability. This flaw is even unnerving with the most powerful engine (150 hp). What do we need to retain about the Neon? That it is a rough draft of an excellent car, and that we can't wait to see the final version. CD97DBI d 5 ÿ Dodge Ram Presentation 271,000 units - that's the official count for the number of Ram pickups sold in 1995 alone. It's true that the number is almost twice as low as the number for F Series vehicles produced annually by Ford, but it's still a record for Chrysler, a builder that was long relegated to the sidelines in this category. The employees of the four plants responsible for assembling the Ram have doubled up their efforts to keep pace with demand. In 1997, several small refinements have been introduced. The extended cab SLT version now has leather upholstery and a dashboard featuring fake wood inlays. Four new body colors are suggested to help buyers forget last year's one and only color: a bizarre shade known as "kiwi". Interior History will no doubt record that the Ram was the first pickup to open its doors to the concept of ergonomics, a science that used to frighten some narrow-minded consumers who saw in it a subtle machination to emasculate the robust appearance of their vehicles of choice. Overall presentation is still very fresh and ingenious, for example the multipurpose center armrest, which is extremely handy. Seats provide minimal support, but their comfort level is acceptable. Unlike Ford and GM, Chrysler has resisted the temptation to use a third door. Its argument: access to rear seats can only be made easier by cutting down on the amount of useable space for passengers. Driving Impressions No matter which of Chrysler's five engine is under the hood, the Ram gets along just fine. But the diesel, which got more power last year, is still too noisy. On the other hand, road stability is still one of the Ram's biggest strengths, particularly with the "Sport Group" option, including among other features a recalibrated suspension and 17-inch wheels. The turning radius and limited braking power continue to flaw the Ram, to the point of affecting handling to a noticeable extent. Braking is particularly precarious when the pickup is travelling unloaded. With its reliability restored, the Ram could convince those who used to swear by the F Series and other C/K models that sometimes it's true that the grass is greener elsewhere. CD97DBI d 5 ÿ Dodge Ram Presentation 271,000 units - that's the official count for the number of Ram pickups sold in 1995 alone. It's true that the number is almost twice as low as the number for F Series vehicles produced annually by Ford, but it's still a record for Chrysler, a builder that was long relegated to the sidelines in this category. The employees of the four plants responsible for assembling the Ram have doubled up their efforts to keep pace with demand. In 1997, several small refinements have been introduced. The extended cab SLT version now has leather upholstery and a dashboard featuring fake wood inlays. Four new body colors are suggested to help buyers forget last year's one and only color: a bizarre shade known as "kiwi". Interior History will no doubt record that the Ram was the first pickup to open its doors to the concept of ergonomics, a science that used to frighten some narrow-minded consumers who saw in it a subtle machination to emasculate the robust appearance of their vehicles of choice. Overall presentation is still very fresh and ingenious, for example the multipurpose center armrest, which is extremely handy. Seats provide minimal support, but their comfort level is acceptable. Unlike Ford and GM, Chrysler has resisted the temptation to use a third door. Its argument: access to rear seats can only be made easier by cutting down on the amount of useable space for passengers. Driving Impressions No matter which of Chrysler's five engine is under the hood, the Ram gets along just fine. But the diesel, which got more power last year, is still too noisy. On the other hand, road stability is still one of the Ram's biggest strengths, particularly with the "Sport Group" option, including among other features a recalibrated suspension and 17-inch wheels. The turning radius and limited braking power continue to flaw the Ram, to the point of affecting handling to a noticeable extent. Braking is particularly precarious when the pickup is travelling unloaded. With its reliability restored, the Ram could convince those who used to swear by the F Series and other C/K models that sometimes it's true that the grass is greener elsewhere. CD97DBI d 5 ÿ Dodge Ram Presentation 271,000 units - that's the official count for the number of Ram pickups sold in 1995 alone. It's true that the number is almost twice as low as the number for F Series vehicles produced annually by Ford, but it's still a record for Chrysler, a builder that was long relegated to the sidelines in this category. The employees of the four plants responsible for assembling the Ram have doubled up their efforts to keep pace with demand. In 1997, several small refinements have been introduced. The extended cab SLT version now has leather upholstery and a dashboard featuring fake wood inlays. Four new body colors are suggested to help buyers forget last year's one and only color: a bizarre shade known as "kiwi". Interior History will no doubt record that the Ram was the first pickup to open its doors to the concept of ergonomics, a science that used to frighten some narrow-minded consumers who saw in it a subtle machination to emasculate the robust appearance of their vehicles of choice. Overall presentation is still very fresh and ingenious, for example the multipurpose center armrest, which is extremely handy. Seats provide minimal support, but their comfort level is acceptable. Unlike Ford and GM, Chrysler has resisted the temptation to use a third door. Its argument: access to rear seats can only be made easier by cutting down on the amount of useable space for passengers. Driving Impressions No matter which of Chrysler's five engine is under the hood, the Ram gets along just fine. But the diesel, which got more power last year, is still too noisy. On the other hand, road stability is still one of the Ram's biggest strengths, particularly with the "Sport Group" option, including among other features a recalibrated suspension and 17-inch wheels. The turning radius and limited braking power continue to flaw the Ram, to the point of affecting handling to a noticeable extent. Braking is particularly precarious when the pickup is travelling unloaded. With its reliability restored, the Ram could convince those who used to swear by the F Series and other C/K models that sometimes it's true that the grass is greener elsewhere. CD97DBI d 5 ÿ Dodge Ram Presentation 271,000 units - that's the official count for the number of Ram pickups sold in 1995 alone. It's true that the number is almost twice as low as the number for F Series vehicles produced annually by Ford, but it's still a record for Chrysler, a builder that was long relegated to the sidelines in this category. The employees of the four plants responsible for assembling the Ram have doubled up their efforts to keep pace with demand. In 1997, several small refinements have been introduced. The extended cab SLT version now has leather upholstery and a dashboard featuring fake wood inlays. Four new body colors are suggested to help buyers forget last year's one and only color: a bizarre shade known as "kiwi". Interior History will no doubt record that the Ram was the first pickup to open its doors to the concept of ergonomics, a science that used to frighten some narrow-minded consumers who saw in it a subtle machination to emasculate the robust appearance of their vehicles of choice. Overall presentation is still very fresh and ingenious, for example the multipurpose center armrest, which is extremely handy. Seats provide minimal support, but their comfort level is acceptable. Unlike Ford and GM, Chrysler has resisted the temptation to use a third door. Its argument: access to rear seats can only be made easier by cutting down on the amount of useable space for passengers. Driving Impressions No matter which of Chrysler's five engine is under the hood, the Ram gets along just fine. But the diesel, which got more power last year, is still too noisy. On the other hand, road stability is still one of the Ram's biggest strengths, particularly with the "Sport Group" option, including among other features a recalibrated suspension and 17-inch wheels. The turning radius and limited braking power continue to flaw the Ram, to the point of affecting handling to a noticeable extent. Braking is particularly precarious when the pickup is travelling unloaded. With its reliability restored, the Ram could convince those who used to swear by the F Series and other C/K models that sometimes it's true that the grass is greener elsewhere. CD97DBI d - ÿ Dodge Ram Van Presentation The Ram Van is the exception to the rule that says that Chrysler has completely revamped its product range over the past few years. Initially presented in 1971, this minivan has gone down through the ages with visible changes limited to its grille, its bumpers and its taillights, all redesigned in 1994, when Chrysler also withdrew its manual transmission. Its exceptional longevity stems mainly from the constant evolution of its mechanical components. Today still, it reaps the benefits of special attention, such as some elements designed to make maintenance easier and wider openings to make loading less complicated. Interior Even when it's just out of the plant, the Ram Van's interior looks worn out. The dashboard is virtually unchanged and still features a passenger-side airbag. Instrumentation is limited and there can be little doubt that the main controls were positioned long before the word "ergonomics" was invented. Front seats fail to provide enough support and the rear bench seats are still heavy and hard to handle. Driving Impressions On the road, the Ram Van reminds you of the minivan's glory days, when an imprecise steering system didn't seem to be enough to complain about, when crosswinds could easily put the vehicle off its straight-line course, when driveability was a pleasure reserved exclusively for those lucky enough to own a sports car. But with Ram Van also comes power trains with a more contemporary technology, capable of providing decent acceleration and passing power and coupled with transmissions that are every bit as modern. Unlike Ford or GM, Chrysler seems to have only marginal interest in this segment of the automotive market - no doubt because it's too busy coping with the success of its small minivans. CD97DBI d 4 ÿ Dodge Stratus Presentation It's hard to shine in a market segment as crowded as the one occupied by compacts. Nonetheless the Chrysler corporation has managed to leave its mark thanks to a commercialization strategy developed point by point, forcing the specialized media to shine not one, but three spotlights on its JA series trio. Despite their many resemblances, the Cirrus, Stratus and Breeze each take on the identity of the divisions responsible for selling them and so they can be sporty (Dodge), luxurious (Chrysler) or economical (Plymouth). This is a winning three-member team, but still it suffers a bit when compared to the LS sedans, roomier and not that much more expensive to buy. Interior Sleek lines, good sizing - these models have looks that deserve the most flattering of adjectives. Inside, Chrysler's efforts at creating a welcoming ambiance are a very pleasant surprise. The Cirrus's warm fake wood inlays are in sharp contrast to the plastic used on the Breeze and Stratus. The driving position, instrumentation and control positioning don't deserve any particular criticism. Storage spaces used to be limited in number, but the addition of a new dual-purpose console (armrest and storage bin) has improved things. Meanwhile, the gearshift lever is now located in a new back-lit grille. Visibility is good from all angles except for the rear, where it is limited by the high trunk lid. Finishing shows improvement, but still needs some work. Driving Impressions The V6 lacks power in the lower rpm range and gets noisier as it climbs to higher levels. And it's not the best match for the automatic transmission, the only alternative. The 2.0L four-cylinder provides modest power given the model's weight, but the five-speed manual transmission lets the driver have a bit of fun with shifting. These three compacts grip the road with rare tenacity and immediately earn their drivers' trust. However, they're behavior isn't as predictable when you have to stop; the ABS system quickly demonstrates that it isn't designed to shorten stopping distances. Well calibrated, the suspension causes minimal roll, but when road conditions are poor it can react harshly at times. CD97DBI d 7 ÿ Dodge Viper Presentation Do you remember the blessed times when three double-bodied Holleys (carburettors) on American engines could swallow down gallon after gallon of gas and spit it out the exhaust system without a second thought for environmental regulations? Chrysler does, and since 1994 it has everyone with a penchant for the "American way of sports car motoring" crying tears of joy thanks to its Viper. Almost a caricature of the vehicles from those very heady times in the automotive industry, this sports model is further along the evolutionary scale than its looks would indicate. Its insides are technologically advanced and its big and brawny V10 bears the signature of none other than Lamborghini. For 1997, the GTS version with its hard top and white trims has put the sparkle back into the eyes of consumers doomed to live in Nordic climes and tired of freezing in the convertible version. Interior It takes a bit of acrobatic skill to get inside this roadster and finding the ideal driving position takes every bit as much effort, if not more. Pedals are positioned to the left, the seat can be adjusted in only a limited number of ways and there's no footrest - characteristics that contribute to general discomfort. And when it's covered with its horrible top, the Viper RT/10 is a breakneck model - literally! Quiet a contrast with the coupe and its adjustable pedal configuration, good headroom and joy of joys, a storage space behind the two seats, big enough for one briefcase, maybe even two! Driving Impressions The sinewy little test track in Chelsea, Michigan isn't the best place to analyze the Viper's dynamic qualities. But it does provide the perfect opportunity to test the V10's mettle. Its wonderful torque lets you glide out of the tightest turns, provided you keep an extremely light foot on the gas pedal (especially when surfaces are wet). Acceleration power proves to be impressive, maybe even astounding. Shifting the six-speed manual transmission calls for such a strong arm, you'd best avoid getting stuck in rush-hour traffic. Lastly, the steering system and suspension combine to provide very accurate feedback on the slightest imperfection on the road surface. An instrument of torture, or a lean and mean sports machine? The Viper is a bit of both. But it's hard to resist such a charming reptile. Just ask Eve. CD97DBI d 7 ÿ Dodge Viper Presentation Do you remember the blessed times when three double-bodied Holleys (carburettors) on American engines could swallow down gallon after gallon of gas and spit it out the exhaust system without a second thought for environmental regulations? Chrysler does, and since 1994 it has everyone with a penchant for the "American way of sports car motoring" crying tears of joy thanks to its Viper. Almost a caricature of the vehicles from those very heady times in the automotive industry, this sports model is further along the evolutionary scale than its looks would indicate. Its insides are technologically advanced and its big and brawny V10 bears the signature of none other than Lamborghini. For 1997, the GTS version with its hard top and white trims has put the sparkle back into the eyes of consumers doomed to live in Nordic climes and tired of freezing in the convertible version. Interior It takes a bit of acrobatic skill to get inside this roadster and finding the ideal driving position takes every bit as much effort, if not more. Pedals are positioned to the left, the seat can be adjusted in only a limited number of ways and there's no footrest - characteristics that contribute to general discomfort. And when it's covered with its horrible top, the Viper RT/10 is a breakneck model - literally! Quiet a contrast with the coupe and its adjustable pedal configuration, good headroom and joy of joys, a storage space behind the two seats, big enough for one briefcase, maybe even two! Driving Impressions The sinewy little test track in Chelsea, Michigan isn't the best place to analyze the Viper's dynamic qualities. But it does provide the perfect opportunity to test the V10's mettle. Its wonderful torque lets you glide out of the tightest turns, provided you keep an extremely light foot on the gas pedal (especially when surfaces are wet). Acceleration power proves to be impressive, maybe even astounding. Shifting the six-speed manual transmission calls for such a strong arm, you'd best avoid getting stuck in rush-hour traffic. Lastly, the steering system and suspension combine to provide very accurate feedback on the slightest imperfection on the road surface. An instrument of torture, or a lean and mean sports machine? The Viper is a bit of both. But it's hard to resist such a charming reptile. Just ask Eve. CD97DBI d , ÿ Eagle Talon Presentation The last vestige of the association between Chrysler and Mitsubishi, the Talon owes its very existence to the fact that it's assembled in Illinois. Like the Avenger and Sebring coupes, to which it loaned a few of its components, the Talon has been refurbished for 1997. The update was crucial in a category where youthful appearance is the only ticket to success. With its rounded nose, jutting spoiler and firmed-up rear end, the Talon has the attributes it needs to remind everyone how fine it is. Interior Inside the Talon, the expression "being at one with your car" takes on its full meaning. The cockpit is particularly narrow and restricting. Fitted snugly into the seat, the driver sees complete and and easy-to-consult controls and gauges. The right hand has no trouble finding the head of the shift lever, but it has to search a bit for the too-small radio dials. Speaking of small: storage space is at a premium, and trunk space warns you to travel light. To get more room we willingly sacrifice the back seat that would otherwise be serviceable for small children only. Driving Impressions The Talon's big asset is that it delivers performance without breaking the bank. In its top-end version, the Tsi AWD, the vehicle is so predictable and holds the road so well that we find ourselves urging more power out of the supercharged four cylinders; you can really boot this baby and pretend you're in the Grand Prix. This driving pleasure has a downside, though: the suspension will rattle you around and the noise from the all-wheel drive is far from easy on the ears. To this, add an unnervingly rigid chassis and limp brakes when the going gets tough. The less muscular Esi version doesn't have these faults, but it is certainly less exciting. The all-wheel drive Talon has another fine quality for a sports car: it eats up the snow while its rivals hibernate. CD97DBI d + ÿ Eagle Vision Presentation Still one year to go for the LH sedans in their current incarnation. After a stellar career the first half of this decade, the Intrepid, Concord and Vision will be completely renewed for next year. They will probably be less imposing and better finished. Until then, the current series is doing a last lap around the track. To mark the occasion, Chrysler simply perfected a few details and added to the colour palette. Interior Five years after their launch, the LH cars show no signs of aging. The same can't be said of the cockpit, where the quality of the plastics still leaves something to be desired. However, we have nothing but praise for the easy-to-reach controls and the instrument panel, which is complete and easy to consult. Front and rear leg and headroom is still exemplary, and this car can very comfortably seat five. The trunk is one of the most spacious of all vehicles in its category, although the high sill makes it a little hard to load. Driving Impressions On the road, the LH turns out honest performances. The 4.5 liter V6 engine is more supple and livelier than the sleepy 3.3 liter. The optional Autostick proves to be more of a marketing gimmick than a performance tool, as it doesn't do much for accelerations. The steering is nicely balanced and accurate. The vehicle's size makes city parking somewhat complicated, however. The base suspension is well calibrated, unlike the other, sportier version, which is hard on both passengers and on the stiff body. The ABS system seems to be indispensable to the vehicle's stability in braking. However, the traction control that is available with the ABS is not as effective or as quiet as it could be-it only works at the low end. Aside from somewhat erratic finishing, the LH has reached a level of maturity that makes it quite appealing. CD97DBI d ' ÿ Ferrari 456 GT Presentation Last year, we said that the 456 GT needed only an automatic transmission to be able to tackle city traffic. Ask, and ye shall receive. The GT has had an "A" added to its name to identify the model with the four-speed (yes, only four) automatic transmission. Out of concern for evenly distributed weight and mass, Ferrari mounted the transmission and differential on the rear end. Interior Pinin Farina, the man who sculpted the 456 GT, deserves a monument in his honour. This sublime work on art on wheels is made to be admired before it is driven. Few, if any, can be left unmoved by this machine. The interior is just as meticulously designed, although the copious use of nickel appliquΘs imbues it with 1960s aura. The 2+2 coupe has four leather bucket seats, but be forewarned: the rear ones are not very inviting. Driving Impressions It's safe to say that this car is not meant for laid-back drivers. Hair-raising accelerations and a head-spinning top speed will soon convince you. Still, its temperament is tamer, unlike others of the firm's products, which makes it conducive to driving long distances without tiring. This is made possible by a suspension equipped with variable action shock absorbers (three positions), which really change the way the car handles. The Ferrari also has a servo-control levelling system so that backseat passengers don't upset the car's delicate equilibrium. The obedient, polite 456 GT lets you drive it wearing the footwear of your choice... whether that be Gucci or Nike! CD97DBI d % ÿ Ferrari F355 Presentation According to Luca di Montezomolo, president of the famous Modena factory, Ferrari production will increase as long as the company is able to pierce new markets. This prediction seems to be accurate, as the Maranello plant turned out 3,307 cars in 1995 (compared with 2,792 the year before) and it was the F355, the least expensive of the lineup, that led the way. Interior The F355's bucket seats are so narrow, we wonder if even a strict diet will allow us to fit our posterior into them. Fortunately, conscientious importers do take the measurements of buyers of a Berlinetta or a GTS, the only models that can accommodate fuller-figured drivers. And those drivers will have to forego the singular pleasures of the Spider, which is designed for "small builds." Driving Impressions The Spider is heavier but as rigid as the GTS version (with removable top) and handles as exquisitely as the Berlinetta. All three have the 3.5 liter V8 engine with five-valve cylinder head, which puts 375 hp at the driver's disposal. Power is sent to the rear wheels via a surprisingly civilized six-speed transverse gearbox. The F355s are also equipped with power steering and ABS, although purists can deactivate either function. The F355 is the only one of Ferrari's wild horses that lets beginners climb into the saddle without looking entirely wet behind the ears. CD97DBI d % ÿ Ferrari F355 Presentation According to Luca di Montezomolo, president of the famous Modena factory, Ferrari production will increase as long as the company is able to pierce new markets. This prediction seems to be accurate, as the Maranello plant turned out 3,307 cars in 1995 (compared with 2,792 the year before) and it was the F355, the least expensive of the lineup, that led the way. Interior The F355's bucket seats are so narrow, we wonder if even a strict diet will allow us to fit our posterior into them. Fortunately, conscientious importers do take the measurements of buyers of a Berlinetta or a GTS, the only models that can accommodate fuller-figured drivers. And those drivers will have to forego the singular pleasures of the Spider, which is designed for "small builds." Driving Impressions The Spider is heavier but as rigid as the GTS version (with removable top) and handles as exquisitely as the Berlinetta. All three have the 3.5 liter V8 engine with five-valve cylinder head, which puts 375 hp at the driver's disposal. Power is sent to the rear wheels via a surprisingly civilized six-speed transverse gearbox. The F355s are also equipped with power steering and ABS, although purists can deactivate either function. The F355 is the only one of Ferrari's wild horses that lets beginners climb into the saddle without looking entirely wet behind the ears. CD97DBI d $ ÿ Ferrari F355 Presentation According to Luca di Montezomolo, president of the famous Modena factory, Ferrari production will increase as long as the company is able to pierce new markets. This prediction seems to be accurate, as the Maranello plant turned out 3,307 cars in 1995 (compared with 2,792 the year before) and it was the F355, the least expensive of the lineup, that led the way. Interior The F355's bucket seats are so narrow, we wonder if even a strict diet will allow us to fit our posterior into them. Fortunately, conscientious importers do take the measurements of buyers of a Berlinetta or a GTS, the only models that can accommodate fuller-figured drivers. And those drivers will have to forego the singular pleasures of the Spider, which is designed for "small builds." Driving Impressions The Spider is heavier but as rigid as the GTS version (with removable top) and handles as exquisitely as the Berlinetta. All three have the 3.5 liter V8 engine with five-valve cylinder head, which puts 375 hp at the driver's disposal. Power is sent to the rear wheels via a surprisingly civilized six-speed transverse gearbox. The F355s are also equipped with power steering and ABS, although purists can deactivate either function. The F355 is the only one of Ferrari's wild horses that lets beginners climb into the saddle without looking entirely wet behind the ears. CD97DBI d - ÿ Ford Aerostar Presentation The base Aerostar van is still available in a scaled down version, while the XLT model, which comes with rear-wheel or all-wheel drive, is for buyers in the market for an extended version. As far as the body design goes there's nothing new to report for 1997, expect for two-tone taillights and the "Appearance" package which includes side trims on doors and a rooftop baggage rack. Commercial versions, with steel panels instead of windows, are available only in the scaled down version and are powered by a 3.0L V6. Interior The dome lights in the passenger cabin and cargo area are more efficient and similar to those featured on the Windstar. Cruise control is easier to activate and disengage. In addition to the bed-seat option buyers can also choose a second row of folddown seats. A manual lumbar support feature is available with optional captain seats. Driving Impressions A 152-hp 4.0L V6 is optional on the extended model and standard on the 4X4, along with the new five-speed automatic transmission designed jointly by Ford's American and German engineers (note that the 5th speed is in fact an additional low speed, very practical when the vehicle has to climb, accelerate and haul). The four-speed automatic teamed with the 140-hp (3.0L V6) has been honed: its new fluid, known as Mercon V, has a lifespan that matches the transmission's, provided the vehicle isn't consistently used for hauling loads. The Aerostar's rear-wheel drive, its optional 4.0L engine and its traction kit spell a towing capacity of 2000 kg, an exploit unequalled by its front-wheel rivals. A truck disguised as a van, the Aerostar seemed to be doomed when the Windstar was introduced. Not! CD97DBI d , ÿ Ford Aspire Presentation Ford sells the Aspire, but it is Kia, a South Korean manufacturer, that designed the Fiesta's stand-in. Built in Seoul and introduced in 1994, the Aspire (Kia Pride) is available in hatchback and five-door versions (the sporty 3-door SE was eliminated last year). The grill has been "ovalized" to repeat the shape of the Ford crest in its center, and the deflector sports new, rounded air dams. The rear has been jacked up again, the body and bumpers are increasingly consolidated, and the reflectors add a contrasting note. The stylists have added two new colours-sapphire and lapis-to a palette that's as colourful as a box of Smarties. Interior A big accident in such a small car, and you'd be shaking hands with St. Peter at the pearly gates. To keep this from happening, the Aspire has dual airbags, bumpers that are resistant to collisions at speeds of up to 7 km/hr and childproof doors on the five-door model. ABS is still optional, however, and the list of options now includes a pullrod for the hatchback door and a vanity mirror on the flip side of the driver's sun visor. The optional radio/tape deck has bigger dials than the standard sound system. The middle console has two cup-holders and matches the colour of the seats. Driving Impressions Few North American cars that run on regular fuel are this frugal. On the highway, a little over 5 liters will take the Aspire 100 kilometers, which is to be expected of the 1.3 liter, four-cylinder engine (63 hp) that once powered the Festiva. The 1997 Aspire seems stiffer, though. The automatic, three-speed version labours on hills, which the manual model seems to relish. The 13-inch tires are still thin, but the level control limits body sway in corners better than it used to. The engineers scrapped the torque converter for crisper performance. The affordable and fuel-efficient Aspire gets the job done... even if you can't fit your cello inside it. CD97DBI d , ÿ Ford Aspire Presentation Ford sells the Aspire, but it is Kia, a South Korean manufacturer, that designed the Fiesta's stand-in. Built in Seoul and introduced in 1994, the Aspire (Kia Pride) is available in hatchback and five-door versions (the sporty 3-door SE was eliminated last year). The grill has been "ovalized" to repeat the shape of the Ford crest in its center, and the deflector sports new, rounded air dams. The rear has been jacked up again, the body and bumpers are increasingly consolidated, and the reflectors add a contrasting note. The stylists have added two new colours-sapphire and lapis-to a palette that's as colourful as a box of Smarties. Interior A big accident in such a small car, and you'd be shaking hands with St. Peter at the pearly gates. To keep this from happening, the Aspire has dual airbags, bumpers that are resistant to collisions at speeds of up to 7 km/hr and childproof doors on the five-door model. ABS is still optional, however, and the list of options now includes a pullrod for the hatchback door and a vanity mirror on the flip side of the driver's sun visor. The optional radio/tape deck has bigger dials than the standard sound system. The middle console has two cup-holders and matches the colour of the seats. Driving Impressions Few North American cars that run on regular fuel are this frugal. On the highway, a little over 5 liters will take the Aspire 100 kilometers, which is to be expected of the 1.3 liter, four-cylinder engine (63 hp) that once powered the Festiva. The 1997 Aspire seems stiffer, though. The automatic, three-speed version labours on hills, which the manual model seems to relish. The 13-inch tires are still thin, but the level control limits body sway in corners better than it used to. The engineers scrapped the torque converter for crisper performance. The affordable and fuel-efficient Aspire gets the job done... even if you can't fit your cello inside it. CD97DBI d + ÿ Ford Econoline Introduction The Econoline, which has been a best-seller since 1961, is the most highly sold full-size light truck. In 1997, it will be the first Ford vehicle to house the Triton 6.8 litre, 265 hp V10, a first for this segment of the industry (not to mention the overhead camshafts!). The chassis and exhaust have been modified to accommodate the new family of engines, of which the V10 is the eldest. As for the rest, the body was already somewhat altered in 1992; therefore, Ford concentrated on making the grille and bumper more aerodynamic. Passenger Compartment The new dashboard now sports new rounded lines. Nothing too audacious, just enough to make you forget about the austerity of the old dashboard. It also has an auxiliary receptacle which can be used to plug in a cellular phone, among other trinkets. The central console has also been improved and it can now hold large-size cups and various other objects. Seatbelt height can now be adjusted, and the four-wheel ABS system is standard equipment on the Econolines, which are intended more for passengers than merchandise. The driver has enjoyed his own airbag since 1992; it's now the passenger's turn to benefit from this additional protection. Drive The Econoline is a toughie. In any case, it has no choice, since 70% of its alter egos are mainly used for recreational purposes, the remaining 30% being used for commercial passenger transport (hotel shuttle, for example). The modular V10 (based on the 5.4 litre Vi) is, of course, the largest of the three optional engines. The other two are V8s, one of 4.6 litres (215 hp), and the other of 5.4 litres (235 hp). The series engine, a 4.2 litre, 205 hp V6, replaces the 4.9 litre, six in-line cylinder model. Let's not forget the 7.3 litre, 210 hp turbo-diesel V8, whose 1997 version is less noisy and less susceptible to vibrations. In the Econoline's specific niche, competitors have their hands full! CD97DBI d ( ÿ FORD EXPEDITION Presentation The Expedition is the new, full-sized sports utility vehicle to be released by Ford in 1997 to compete against the Chevrolet Tahoe and the four-door GMC Yukon which had a monopoly up to now. To begin with, Ford will offer only a four-door version of this truck which is based on the F-150 light truck, thereby eliminating the Bronco for the time being. Interior Although we are familiar with the lines of this vehicle, the inside has surprises in store. First of all, the Expedition is available with an optional rear bench seat to bring passenger capacity to nine, but you almost have to be an acrobat to reach it. Also, leg room is ridiculously cramped due to the floor height. As well, when you use this makeshift seat, you eliminate several precious cubic litres of storage space. At least the two large rear doors allow an easier access to the middle bench seat than do its rivals. Driving Impressions The Expedition is available in rear-wheel drive or four-wheel drive (on order). The device includes automatic all-wheel traction that you'll be thankful for during those long, cold winter months. Now let's talk engines. The standard 4.6 litre V8 performs quite well, while the optional 5.4 litre V8 has what it takes to tow a trailer. Neither of these engines is great at acceleration, but their torque force is outstanding. Vehicle handling is stable and focuses on comfort. The leaf springs of the rear suspension have been replaced by coil springs. Finally, when you drive the Expedition along off-road trails, you'll notice that it does the job adroitly. Ford should achieve success with the Expedition, unless its high price discourages potential buyers. CD97DBI d 8 ÿ Ford Explorer Presentation Given a detailed revamping to update its looks in 1995, the Explorer, the most popular compact sport utility in the world, is unchanged except for four new body colors for 1997. There's nothing else to mention as far as packaging goes. The focus is on the inside, with a new engine, a new five-speed automatic transmission and an electronic and virtually magical transfer box. Interior Improvements made to the transfer box let the Control Trac unit react interactively with wheels to cut down on skidding. In the Auto mode with all-wheel drive, the computer that controls the axles ensures that front wheels get the ideal amount of torque. This technological strategy has the concrete result of helping the four drive wheels to adapt to a wide variety of surfaces. The High 4X4 mode was also subjected to Ford's medicine: from now on, under normal conditions, it will divide torque evenly between the axles. If the situation deteriorates, whichever wheel is in trouble will be given extra power. In the passenger cabin itself, a new center console is now available as an option on XLT, Eddie Bauer and Limited versions. Cupholders are bigger if you need an extra large dose of caffeine. Driving Impressions In 1997, the Explorer buyer can choose from three engines and the same number of transmissions. The first engine, a 4.0L V6 with valve lifters, has an output of 160 horses. The new V6 is standard on Eddie Bauer and Limited version and optional on the two-door XL and Sport and on the four-door XL and XLT. It's the most powerful standard engine on the compact sport utility market. A 4.0L, it features a single overhead cam (only one chain per bank of cylinders, two valves per piston) and supplies 205 horses. The very same V6 is teamed up only with the new five-speed automatic transmission, a first in the sport ute universe. The duo we've just described gives the driver more hauling power, but those who want even more can always turn to the 210-hp output provided by the Mustang's old 5.0L V8, available on XLT, Eddie Bauer and Limited models in tandem with the four-speed automatic transmission. However, the V8 is coupled with permanent all-wheel drive and consequently it doesn't have the advantage of the improved Control Trac system. Since consumers are in love the Explorer, it comes as no surprise that Ford is content to improve on a good things slowly and quietly. CD97DBI d 8 ÿ Ford Explorer Presentation Given a detailed revamping to update its looks in 1995, the Explorer, the most popular compact sport utility in the world, is unchanged except for four new body colors for 1997. There's nothing else to mention as far as packaging goes. The focus is on the inside, with a new engine, a new five-speed automatic transmission and an electronic and virtually magical transfer box. Interior Improvements made to the transfer box let the Control Trac unit react interactively with wheels to cut down on skidding. In the Auto mode with all-wheel drive, the computer that controls the axles ensures that front wheels get the ideal amount of torque. This technological strategy has the concrete result of helping the four drive wheels to adapt to a wide variety of surfaces. The High 4X4 mode was also subjected to Ford's medicine: from now on, under normal conditions, it will divide torque evenly between the axles. If the situation deteriorates, whichever wheel is in trouble will be given extra power. In the passenger cabin itself, a new center console is now available as an option on XLT, Eddie Bauer and Limited versions. Cupholders are bigger if you need an extra large dose of caffeine. Driving Impressions In 1997, the Explorer buyer can choose from three engines and the same number of transmissions. The first engine, a 4.0L V6 with valve lifters, has an output of 160 horses. The new V6 is standard on Eddie Bauer and Limited version and optional on the two-door XL and Sport and on the four-door XL and XLT. It's the most powerful standard engine on the compact sport utility market. A 4.0L, it features a single overhead cam (only one chain per bank of cylinders, two valves per piston) and supplies 205 horses. The very same V6 is teamed up only with the new five-speed automatic transmission, a first in the sport ute universe. The duo we've just described gives the driver more hauling power, but those who want even more can always turn to the 210-hp output provided by the Mustang's old 5.0L V8, available on XLT, Eddie Bauer and Limited models in tandem with the four-speed automatic transmission. However, the V8 is coupled with permanent all-wheel drive and consequently it doesn't have the advantage of the improved Control Trac system. Since consumers are in love the Explorer, it comes as no surprise that Ford is content to improve on a good things slowly and quietly. CD97DBI d 0 ÿ Ford Contour Presentation This year the GL and LX are joined by a Contour Sport (or SE); green, it gets its 15-inch wheels and fog lamps from the LX. The Mystique hasn't been forgotten either and it has a new Spree version (which comes in a variety of colors, unlike the Contour SE). These two front-wheel drive compact sedans could pass for miniature Taurus/Sable models and they're part of the same club as the new Escort. Who remembers the Tempo/Topaz? The Contour is fairly monolithic with its oval front, and the Mercury's wrap-around windshield makes it flashier. Interior Derived from the Mondeo European model and attuned to North American tastes, the Contour/Mystique duo hasn't received the kudos it deserves. A tad too too European maybe? Be that as it may, the Sport model has a standard tachometer and a leather-wrapped steering wheel. Industry observers criticized the limited room for rear-seat passengers, a problem solved to some extent last year with a redesign of front-seat backs. Driving Impressions The Special Vehicle Team, responsible for the Mustang Cobra, is about to unleash the Contour SVT. It will be manufactured in limited quantity (5,000 units or less) during the first six months of 1997. Based on the SE and powered by a British Duratec engine, its mechanical features are destined to give a whole new meaning to the word "performance". The 16-valve 2.0L four-cylinder Zetec has an aluminum head mounted on a cast-iron block, while the 24-valve 2.5L Duratec V6 is all-aluminum and proud of it. Operational at any speed, the ABS and traction control systems are optional. The V6 is noisy when accelerating, but it quiets down at cruising speeds. Understeering is still minimal, unless you decide to take corners while pushing the vehicle to its outer limits. A truly global automobile: European looks, Japanese handling, American comfort. CD97DBI d 1 ÿ Ford Crown Victoria Presentation Introduced in 1978, these two rear-wheel drive sedans could easily have gone the way of the dinosaur. Instead, a successful body revamping in 1995 changed their aging skeleton into a contemporary cockpit, with detailing used to differentiate the two models. In 1997, these mini-limos come in four new metallic colors, including "Vermont green" and "Prairie beige". Interior In the past, annoying reflections sometimes made it hard to read the air conditioning system's digital controls. So a redesign was in order. Like the cockpit, the dashboard was revamped in 1995, but its appearance could still be improved. Unveiled in mid 1996, a special version of the Crown Victoria is the first standard production model powered by natural gas. Eager to achieve savings, Ford's accountants ordered that some luxury features be dropped, including heated sideview mirrors, door lights and rear armrests on the GS model. Driving Impressions Something had to be changed for 1997, and the steering system was singled out. Keeping in mind that drivers who go for the Crown Victoria/Grand Marquis aren't looking for European-style road stability, Ford's engineers adjusted the steering system to get rid of the imprecision felt when the wheel was in the center position. The change has no net effect on the vehicle's overall handling; just imagine an elephant taking tai chi lessons. The result is most noticeable when the vehicle is on a straight-line trajectory, when fewer corrections are needed to stay on course, and control is better when cornering. The oversize but docile 16-valve 4.6L V8 used to power standard and deluxe models has no unpleasant surprises in store for drivers. A more powerful version increases output from 190-hp to 210-hp. Antiskid and ABS systems are optional. Now that the Chevrolet Caprice has been retired, the future is sunny for this automobile, ever-popular with police forces and fleet owners. CD97DBI d 9 ÿ Ford Escort Presentation The Escort is an enigma. Ford keeps changing it even as its engineers are hard at work on a whole new version. Some people think that the firm with the famous oval logo has adopted the strategy of giving us a 1997 vintage to spark interest as we wait for the "real" Escort (Project CW 170). Whatever. For the moment, the Escort, developed jointly with Mazda, is available as a sedan (base and LX) and a wagon (LX). A spoiler, 14-inch wheels and other fancy features make up the Sport package available for the sedan. A coupe is scheduled to appear in a few months, with four valves per cylinder. A pioneer of the "aero look", Ford has decided on a repeat performance, this time with a more oval-shaped and longer compact (an extra 10 cm although the wheelbase from the Mazda 323 platform goes unchanged). Now the Escort shares a definite family resemblance with its big cousins, the Contour and Taurus. Interior The Taurus/Sable duo innovated, and the Escort is following in their tire tracks by incorporating the famous pizza-shaped control panel into its dashboard. The rest of its instrumentation is simplistic, but dual airbags are part of standard equipment. The center console, though molded and inexpensive, is practical nonetheless. Tall people find the roof a bit low in the door areas, but anyone with long legs will appreciate that extra bit of room. The middle passenger in the rear is in for a rough and trying ride on the 60/40 folddown seat. The driver's seat is extremely thin and quite uncomfortable after a short while. Driving Impressions The Escort is smoother and more powerful and now it has the road capabilities of a Civic, but without the agility. The only engine currently available, the 110-hp 2.0L (derived from the 89-hp 1.9L that powered the Escort for ages), has a new two-valve air intake. Depending on the rpm level, one or tow throttles modify the turbulence of the air-fuel mixture. Result: an engine that's economical when it counts and powerful when it has to be, and one that's more environment-friendly as well, even by California standards. At approximately 100 kph, the mechanical system can still keep up despite the commotion, but the automatic transmission has a bit of a hard time shifting between higher gears. The steering system is sensitive, but wins kudos for its precision; braking lacks precision at the outset. The new Escort is a good car, big and more powerful than it was, but still unable to cope with rough handling. We'll just have to wait on the coupe before we can have a bit of fun. CD97DBI d : ÿ Ford Escort Presentation The Escort is an enigma. Ford keeps changing it even as its engineers are hard at work on a whole new version. Some people think that the firm with the famous oval logo has adopted the strategy of giving us a 1997 vintage to spark interest as we wait for the "real" Escort (Project CW 170). Whatever. For the moment, the Escort, developed jointly with Mazda, is available as a sedan (base and LX) and a wagon (LX). A spoiler, 14-inch wheels and other fancy features make up the Sport package available for the sedan. A coupe is scheduled to appear in a few months, with four valves per cylinder. A pioneer of the "aero look", Ford has decided on a repeat performance, this time with a more oval-shaped and longer compact (an extra 10 cm although the wheelbase from the Mazda 323 platform goes unchanged). Now the Escort shares a definite family resemblance with its big cousins, the Contour and Taurus. Interior The Taurus/Sable duo innovated, and the Escort is following in their tire tracks by incorporating the famous pizza-shaped control panel into its dashboard. The rest of its instrumentation is simplistic, but dual airbags are part of standard equipment. The center console, though molded and inexpensive, is practical nonetheless. Tall people find the roof a bit low in the door areas, but anyone with long legs will appreciate that extra bit of room. The middle passenger in the rear is in for a rough and trying ride on the 60/40 folddown seat. The driver's seat is extremely thin and quite uncomfortable after a short while. Driving Impressions The Escort is smoother and more powerful and now it has the road capabilities of a Civic, but without the agility. The only engine currently available, the 110-hp 2.0L (derived from the 89-hp 1.9L that powered the Escort for ages), has a new two-valve air intake. Depending on the rpm level, one or tow throttles modify the turbulence of the air-fuel mixture. Result: an engine that's economical when it counts and powerful when it has to be, and one that's more environment-friendly as well, even by California standards. At approximately 100 kph, the mechanical system can still keep up despite the commotion, but the automatic transmission has a bit of a hard time shifting between higher gears. The steering system is sensitive, but wins kudos for its precision; braking lacks precision at the outset. The new Escort is a good car, big and more powerful than it was, but still unable to cope with rough handling. We'll just have to wait on the coupe before we can have a bit of fun. CD97DBI d 7 ÿ Ford F-Series Presentation Chrysler opened the way with its Dodge Ram. Ford followed suit with its F-150 and F-250: musclebound front, slanted windshield, wrap-around windows, rounded passenger cabin, for an overall effect not quite as bold, but close enough to Chrysler's to irritate Ford fans who'd hope for a more original design. Both series are available in Regular or SuperCab models, as 4X2 or 4X4 vehicles, with standard, XL, XLT and Lariat packaging. Badges and the number of nuts on wheel covers are the only difference between the F-150 and the F-250 on the outside. The Heavy Duty F-250, designed for commercial use and capable of hauling more than 3,800 kg, the F-350 and the F-Super Duty are pursuing their careers with their former looks. Interior The SuperCab can already accommodate an additional passenger thanks to its auxiliary seat. The news for 1997 is easy access to the (narrow) seat, using a third door on the passenger side. However, the step-up is high and absolutely nothing protects the sill, which inevitably gets scratched on the very first day of use. Except for the body, the huge nose and the wide tires, it's hard to believe that you're travelling in a truck. After compact sport utilities, now trucks seem to be trying to double as cars. Front seats are something you'd expect in a limousine; thick carpeting is found throughout the vehicle; leather isn't at all unusual; the instrument panel is worthy of a luxury coupe, right down to the CD player. Driving Impressions For the first time, the range offers the option of an automatic levelling system - practical when you load bricks on the right and insulating material on the left! The kids are using the rear seat, so where do you put the baggage? In the bed, of course, all the while praying that it doesn't rain (unless you have a hard cover). Beware of parking manoeuvres; a F-150 isn't very easy to squeeze into small spaces! Decent fuel economy, a suspension with a very small tendency to bounce and excellent visibility: perched as high as you would be in a minivan and as well protected as you would be in a tank. The era of pick-ups as comfortable as your own living room is just around the corner. Would you be interested? CD97DBI d 7 ÿ Ford F-Series Presentation Chrysler opened the way with its Dodge Ram. Ford followed suit with its F-150 and F-250: musclebound front, slanted windshield, wrap-around windows, rounded passenger cabin, for an overall effect not quite as bold, but close enough to Chrysler's to irritate Ford fans who'd hope for a more original design. Both series are available in Regular or SuperCab models, as 4X2 or 4X4 vehicles, with standard, XL, XLT and Lariat packaging. Badges and the number of nuts on wheel covers are the only difference between the F-150 and the F-250 on the outside. The Heavy Duty F-250, designed for commercial use and capable of hauling more than 3,800 kg, the F-350 and the F-Super Duty are pursuing their careers with their former looks. Interior The SuperCab can already accommodate an additional passenger thanks to its auxiliary seat. The news for 1997 is easy access to the (narrow) seat, using a third door on the passenger side. However, the step-up is high and absolutely nothing protects the sill, which inevitably gets scratched on the very first day of use. Except for the body, the huge nose and the wide tires, it's hard to believe that you're travelling in a truck. After compact sport utilities, now trucks seem to be trying to double as cars. Front seats are something you'd expect in a limousine; thick carpeting is found throughout the vehicle; leather isn't at all unusual; the instrument panel is worthy of a luxury coupe, right down to the CD player. Driving Impressions For the first time, the range offers the option of an automatic levelling system - practical when you load bricks on the right and insulating material on the left! The kids are using the rear seat, so where do you put the baggage? In the bed, of course, all the while praying that it doesn't rain (unless you have a hard cover). Beware of parking manoeuvres; a F-150 isn't very easy to squeeze into small spaces! Decent fuel economy, a suspension with a very small tendency to bounce and excellent visibility: perched as high as you would be in a minivan and as well protected as you would be in a tank. The era of pick-ups as comfortable as your own living room is just around the corner. Would you be interested? CD97DBI d 7 ÿ Ford F-Series Presentation Chrysler opened the way with its Dodge Ram. Ford followed suit with its F-150 and F-250: musclebound front, slanted windshield, wrap-around windows, rounded passenger cabin, for an overall effect not quite as bold, but close enough to Chrysler's to irritate Ford fans who'd hope for a more original design. Both series are available in Regular or SuperCab models, as 4X2 or 4X4 vehicles, with standard, XL, XLT and Lariat packaging. Badges and the number of nuts on wheel covers are the only difference between the F-150 and the F-250 on the outside. The Heavy Duty F-250, designed for commercial use and capable of hauling more than 3,800 kg, the F-350 and the F-Super Duty are pursuing their careers with their former looks. Interior The SuperCab can already accommodate an additional passenger thanks to its auxiliary seat. The news for 1997 is easy access to the (narrow) seat, using a third door on the passenger side. However, the step-up is high and absolutely nothing protects the sill, which inevitably gets scratched on the very first day of use. Except for the body, the huge nose and the wide tires, it's hard to believe that you're travelling in a truck. After compact sport utilities, now trucks seem to be trying to double as cars. Front seats are something you'd expect in a limousine; thick carpeting is found throughout the vehicle; leather isn't at all unusual; the instrument panel is worthy of a luxury coupe, right down to the CD player. Driving Impressions For the first time, the range offers the option of an automatic levelling system - practical when you load bricks on the right and insulating material on the left! The kids are using the rear seat, so where do you put the baggage? In the bed, of course, all the while praying that it doesn't rain (unless you have a hard cover). Beware of parking manoeuvres; a F-150 isn't very easy to squeeze into small spaces! Decent fuel economy, a suspension with a very small tendency to bounce and excellent visibility: perched as high as you would be in a minivan and as well protected as you would be in a tank. The era of pick-ups as comfortable as your own living room is just around the corner. Would you be interested? CD97DBI d 7 ÿ Ford F-Series Presentation Chrysler opened the way with its Dodge Ram. Ford followed suit with its F-150 and F-250: musclebound front, slanted windshield, wrap-around windows, rounded passenger cabin, for an overall effect not quite as bold, but close enough to Chrysler's to irritate Ford fans who'd hope for a more original design. Both series are available in Regular or SuperCab models, as 4X2 or 4X4 vehicles, with standard, XL, XLT and Lariat packaging. Badges and the number of nuts on wheel covers are the only difference between the F-150 and the F-250 on the outside. The Heavy Duty F-250, designed for commercial use and capable of hauling more than 3,800 kg, the F-350 and the F-Super Duty are pursuing their careers with their former looks. Interior The SuperCab can already accommodate an additional passenger thanks to its auxiliary seat. The news for 1997 is easy access to the (narrow) seat, using a third door on the passenger side. However, the step-up is high and absolutely nothing protects the sill, which inevitably gets scratched on the very first day of use. Except for the body, the huge nose and the wide tires, it's hard to believe that you're travelling in a truck. After compact sport utilities, now trucks seem to be trying to double as cars. Front seats are something you'd expect in a limousine; thick carpeting is found throughout the vehicle; leather isn't at all unusual; the instrument panel is worthy of a luxury coupe, right down to the CD player. Driving Impressions For the first time, the range offers the option of an automatic levelling system - practical when you load bricks on the right and insulating material on the left! The kids are using the rear seat, so where do you put the baggage? In the bed, of course, all the while praying that it doesn't rain (unless you have a hard cover). Beware of parking manoeuvres; a F-150 isn't very easy to squeeze into small spaces! Decent fuel economy, a suspension with a very small tendency to bounce and excellent visibility: perched as high as you would be in a minivan and as well protected as you would be in a tank. The era of pick-ups as comfortable as your own living room is just around the corner. Would you be interested? CD97DBI d , ÿ Ford Mustang Introduction Three Mustangs, all available in coupe or convertible models. The basic model has a 150 hp V6 engine, while the GT and the Cobra both have a 4.6 litre V8 engine, 16-valve for the GT and 32-valve for the Cobra (as well as dual variable opening intake manifolds). This selection gives the GT 215 hp and the Cobra 305 hp. New for 1997: more extravagant fabrics, 17 inch rims (GT), and gray leather rather than white (too easily soiled) for the V6 cabriolet, as well as two new shades ("Autumn Orange" and "Aztec Gold"), which raises the choice of available colors to 10. Passenger Compartment In order to help buyers pay lower insurance premiums, Ford has added an efficient, well-known anti-theft device as standard equipment on all three versions: if the electronic code of the ignition key does not match that of the engine management system, the latter will simply refuse to turn on. With 72 million possible codes, the risk that two Mustangs having the same code will be parked next to each other is almost laughable. As for the rear seat, it is roomy enough to easily accommodate two passengers. Drive The shift lever of the automatic transmission has been firmed up and better shaped, and the overdrive switch is now located on the shift lever knob. Among all the models, the Cobra convertible is the only one to be available only in the U.S.: it is easily maneuverable, though as stiff as a railroad track. Thanks to its low roof, you can enjoy the engine roar as well as the sounds of laughing falcons. Its brakes, the biggest Ford has to offer, are undoubtedly efficient. The GT, which is still fence-straddling, offers pretty decent performance, but its jerky ride and noise make long trips difficult to bear; it is definitely not as smooth as the Cobra. The V6 is the most civilized of the three, both for its comfort and engineering; it is ideal for those who want the Mustang look without having to deal with unmanageable performance. CD97DBI d , ÿ Ford Mustang Introduction Three Mustangs, all available in coupe or convertible models. The basic model has a 150 hp V6 engine, while the GT and the Cobra both have a 4.6 litre V8 engine, 16-valve for the GT and 32-valve for the Cobra (as well as dual variable opening intake manifolds). This selection gives the GT 215 hp and the Cobra 305 hp. New for 1997: more extravagant fabrics, 17 inch rims (GT), and gray leather rather than white (too easily soiled) for the V6 cabriolet, as well as two new shades ("Autumn Orange" and "Aztec Gold"), which raises the choice of available colors to 10. Passenger Compartment In order to help buyers pay lower insurance premiums, Ford has added an efficient, well-known anti-theft device as standard equipment on all three versions: if the electronic code of the ignition key does not match that of the engine management system, the latter will simply refuse to turn on. With 72 million possible codes, the risk that two Mustangs having the same code will be parked next to each other is almost laughable. As for the rear seat, it is roomy enough to easily accommodate two passengers. Drive The shift lever of the automatic transmission has been firmed up and better shaped, and the overdrive switch is now located on the shift lever knob. Among all the models, the Cobra convertible is the only one to be available only in the U.S.: it is easily maneuverable, though as stiff as a railroad track. Thanks to its low roof, you can enjoy the engine roar as well as the sounds of laughing falcons. Its brakes, the biggest Ford has to offer, are undoubtedly efficient. The GT, which is still fence-straddling, offers pretty decent performance, but its jerky ride and noise make long trips difficult to bear; it is definitely not as smooth as the Cobra. The V6 is the most civilized of the three, both for its comfort and engineering; it is ideal for those who want the Mustang look without having to deal with unmanageable performance. CD97DBI d , ÿ Ford Mustang Introduction Three Mustangs, all available in coupe or convertible models. The basic model has a 150 hp V6 engine, while the GT and the Cobra both have a 4.6 litre V8 engine, 16-valve for the GT and 32-valve for the Cobra (as well as dual variable opening intake manifolds). This selection gives the GT 215 hp and the Cobra 305 hp. New for 1997: more extravagant fabrics, 17 inch rims (GT), and gray leather rather than white (too easily soiled) for the V6 cabriolet, as well as two new shades ("Autumn Orange" and "Aztec Gold"), which raises the choice of available colors to 10. Passenger Compartment In order to help buyers pay lower insurance premiums, Ford has added an efficient, well-known anti-theft device as standard equipment on all three versions: if the electronic code of the ignition key does not match that of the engine management system, the latter will simply refuse to turn on. With 72 million possible codes, the risk that two Mustangs having the same code will be parked next to each other is almost laughable. As for the rear seat, it is roomy enough to easily accommodate two passengers. Drive The shift lever of the automatic transmission has been firmed up and better shaped, and the overdrive switch is now located on the shift lever knob. Among all the models, the Cobra convertible is the only one to be available only in the U.S.: it is easily maneuverable, though as stiff as a railroad track. Thanks to its low roof, you can enjoy the engine roar as well as the sounds of laughing falcons. Its brakes, the biggest Ford has to offer, are undoubtedly efficient. The GT, which is still fence-straddling, offers pretty decent performance, but its jerky ride and noise make long trips difficult to bear; it is definitely not as smooth as the Cobra. The V6 is the most civilized of the three, both for its comfort and engineering; it is ideal for those who want the Mustang look without having to deal with unmanageable performance. CD97DBI d , ÿ Ford Mustang Introduction Three Mustangs, all available in coupe or convertible models. The basic model has a 150 hp V6 engine, while the GT and the Cobra both have a 4.6 litre V8 engine, 16-valve for the GT and 32-valve for the Cobra (as well as dual variable opening intake manifolds). This selection gives the GT 215 hp and the Cobra 305 hp. New for 1997: more extravagant fabrics, 17 inch rims (GT), and gray leather rather than white (too easily soiled) for the V6 cabriolet, as well as two new shades ("Autumn Orange" and "Aztec Gold"), which raises the choice of available colors to 10. Passenger Compartment In order to help buyers pay lower insurance premiums, Ford has added an efficient, well-known anti-theft device as standard equipment on all three versions: if the electronic code of the ignition key does not match that of the engine management system, the latter will simply refuse to turn on. With 72 million possible codes, the risk that two Mustangs having the same code will be parked next to each other is almost laughable. As for the rear seat, it is roomy enough to easily accommodate two passengers. Drive The shift lever of the automatic transmission has been firmed up and better shaped, and the overdrive switch is now located on the shift lever knob. Among all the models, the Cobra convertible is the only one to be available only in the U.S.: it is easily maneuverable, though as stiff as a railroad track. Thanks to its low roof, you can enjoy the engine roar as well as the sounds of laughing falcons. Its brakes, the biggest Ford has to offer, are undoubtedly efficient. The GT, which is still fence-straddling, offers pretty decent performance, but its jerky ride and noise make long trips difficult to bear; it is definitely not as smooth as the Cobra. The V6 is the most civilized of the three, both for its comfort and engineering; it is ideal for those who want the Mustang look without having to deal with unmanageable performance. CD97DBI d , ÿ Ford Probe Introduction Introduced in 1988, the Probe is on its last lap. Here's a coupe that can accommodate four people and whose mechanical elements closely resemble those of the Mazda MX-6 Mystere (same platform, same factory), but whose charm is undeniable, perhaps because a woman (Mimi Vanderbolen, head designer in Detroit) supervised its shaping. Its side body has been reinforced and two new shades added (sand and silver). As for the GT, it will stand out more because of its electrifying lettering. Passenger Compartment Several options are now available which will undoubtedly prove attractive to the consumer. You can now select a rear windshield wiper, a high quality stereo sound system (complete with CD or tape player), an electric sunroof for the basic Probe, as well as an electrically controlled adjustable driver's seat. Finishing, while Japanese-inspired, is not up to their standards. As well, the passenger compartment is dark and rear seats very cramped. Drive The Probe uses a 16 valve, 118 hp, 2.0 litre engine. The GT has a 24 valve, 2.5 litre V6 engine which supplies 164 hp. The responses of the GT were softened last year without, however, depriving it of its power. It still drives quite easily, although it could be a bit more agile on winding roads. It owes its tough road handling to its 16 inch tires. The four discs, rather than the mixed tandem offered on the basic model, guarantee safe stops. The ABS system is still optional, even on the GT. For the driver who can remain calm behind the wheel, the basic Probe's performance is well balanced, it accelerates well, has good torque at low engine speed, as well as a smooth ratio of gears in the manual shift transmission. Since it has not undergone any major changes since 1993, why would the wind now shift in Probe's favor? In all likelihood, 1997 will be its swan song. CD97DBI d 2 ÿ Ford Ranger Introduction When it comes to trucks, Ford knows its stuff. This is why, on the heels of the success of the Explorer and the F Series, the Ford Ranger comes out first in compact light trucks. In 1997, the Ranger family includes 4X2, 4X4 XL and XLT models, as well as the 4X4 STX versions which are available with a regular cab or a SuperCab. The standard 2.3 litre, four-cylinder engine develops 112 hp. The optional 3.0 litre V6 engine develops 147, while the 4.0 litre V6 engine is capable of generating 160 hp. For the first time on 4X2 and 4X4 2.3 litre and 3.0 litre Rangers, the "Flareside" group has been added to the "Splash" decorative group (which includes special moldings, a sliding side window and a firmer suspension). This is a sure-fire, less expensive way of coming closer to the "Splash" style. Passenger Compartment The variety of options has been increased, and each accessory is offered reasonably priced to suit the budget of the younger buyers, for whom the Ranger is intended. A CD player featuring a single-disc slot is now available. Power windows and locks are ordered separately from the other optional packages on the basic XLT model. In order to further lower the price of a 4X4, the ABS system that used to be part of the standard equipment no longer is. The airbag on the passenger's side was already optional and Ford has added a third auxiliary power receptacle in its place when it is not ordered. Drive The small Ranger has all the necessary qualities to carry out the most arduous tasks: inspecting sites, plumbing work or helping the brother-in-law move. In addition, its appearance and price will no doubt appeal to people who are looking for a vehicle they can have fun with. Incidentally, it is a fact that more and more young buyers (average age 35 years) are interested in the Ranger. The customer who wishes to obtain additional torque at low speed will be tempted by the new five-speed automatic transmission (also available on the 1997 Explorer). Ford engineers managed to obtain this 5th speed, between the 1st and 2nd, thanks to a technological innovation which is patent pending. Whether manual or automatic, with four or five speeds, the Ford Ranger ca be compared to the small Tonka we knew so well in our childhood. CD97DBI d 2 ÿ Ford Ranger Introduction When it comes to trucks, Ford knows its stuff. This is why, on the heels of the success of the Explorer and the F Series, the Ford Ranger comes out first in compact light trucks. In 1997, the Ranger family includes 4X2, 4X4 XL and XLT models, as well as the 4X4 STX versions which are available with a regular cab or a SuperCab. The standard 2.3 litre, four-cylinder engine develops 112 hp. The optional 3.0 litre V6 engine develops 147, while the 4.0 litre V6 engine is capable of generating 160 hp. For the first time on 4X2 and 4X4 2.3 litre and 3.0 litre Rangers, the "Flareside" group has been added to the "Splash" decorative group (which includes special moldings, a sliding side window and a firmer suspension). This is a sure-fire, less expensive way of coming closer to the "Splash" style. Passenger Compartment The variety of options has been increased, and each accessory is offered reasonably priced to suit the budget of the younger buyers, for whom the Ranger is intended. A CD player featuring a single-disc slot is now available. Power windows and locks are ordered separately from the other optional packages on the basic XLT model. In order to further lower the price of a 4X4, the ABS system that used to be part of the standard equipment no longer is. The airbag on the passenger's side was already optional and Ford has added a third auxiliary power receptacle in its place when it is not ordered. Drive The small Ranger has all the necessary qualities to carry out the most arduous tasks: inspecting sites, plumbing work or helping the brother-in-law move. In addition, its appearance and price will no doubt appeal to people who are looking for a vehicle they can have fun with. Incidentally, it is a fact that more and more young buyers (average age 35 years) are interested in the Ranger. The customer who wishes to obtain additional torque at low speed will be tempted by the new five-speed automatic transmission (also available on the 1997 Explorer). Ford engineers managed to obtain this 5th speed, between the 1st and 2nd, thanks to a technological innovation which is patent pending. Whether manual or automatic, with four or five speeds, the Ford Ranger ca be compared to the small Tonka we knew so well in our childhood. CD97DBI d 5 ÿ Ford Taurus Presentation Since Ford's winning duo was subjected to the scalpel last year, it was unthinkable to inflict any major cosmetic changes for 1997. But maybe that wouldn't have been such a bad idea after all, given the lukewarm reception reserved they met with. Avantgarde in 1986 with their "aero look", today the Taurus and Sable are bordering on eccentricity. The visual effect has be pushed even further and to help keep our minds off the controversy, Ford has concocted a new Taurus SHO. Its aggressive styling features a sleeker nose, a bigger air intake, a showy spoiler and a dual exhaust. Rear lines, however, will keep you wondering if the truck is properly closed or not. Interior No changes here, everything is back as is, starting with the original center console whose purpose in life changes according to its position: an armrest, a storage space or a seat back for a third passenger. Front seats now provide more lateral support and leather upholstery is an option. Driving Impressions The new 3.4L, the very first V8 to power a Taurus, boasts a cylinder block that's aluminum-molded in Windsor, Ontario, but machined by Yamaha in Japan. Introduced in 1989 with a manual transmission, the SHO doubled its sales figures when an automatic transmission was added to the lineup in 1993. Since then, only 20% of SHO on the road are manual. Conclusion: Ford now markets the SHO only as an automatic. Rather contradictory for a sporty model! Then again, maybe not, since its "sporty" owners are usually 40-year-olds driving along in three-piece suits, downtown, with a firmer grip on their cell phones than on the gearshift lever. Looking at things from the same vantage point, Yamaha decided to make its engine smoother. It now has 235 horses, compared to the 200 provided by the 24-valve Duratec V6. One perfect word to describe it: excellent! The SHO also features a semi-active suspension (two levels of shock absorption automatically selected based on driving style) and 16-inch tires. The steering system is firm, to match the rigid chassis, and has a slightly artificial feel. While Ford feels duty-bound to speed up the arrival of a Taurus/Sable ready for of the year 2000, a super SHO is a very good consolation prize for consumers. CD97DBI d 6 ÿ Ford Taurus Presentation Since Ford's winning duo was subjected to the scalpel last year, it was unthinkable to inflict any major cosmetic changes for 1997. But maybe that wouldn't have been such a bad idea after all, given the lukewarm reception reserved they met with. Avantgarde in 1986 with their "aero look", today the Taurus and Sable are bordering on eccentricity. The visual effect has be pushed even further and to help keep our minds off the controversy, Ford has concocted a new Taurus SHO. Its aggressive styling features a sleeker nose, a bigger air intake, a showy spoiler and a dual exhaust. Rear lines, however, will keep you wondering if the truck is properly closed or not. Interior No changes here, everything is back as is, starting with the original center console whose purpose in life changes according to its position: an armrest, a storage space or a seat back for a third passenger. Front seats now provide more lateral support and leather upholstery is an option. Driving Impressions The new 3.4L, the very first V8 to power a Taurus, boasts a cylinder block that's aluminum-molded in Windsor, Ontario, but machined by Yamaha in Japan. Introduced in 1989 with a manual transmission, the SHO doubled its sales figures when an automatic transmission was added to the lineup in 1993. Since then, only 20% of SHO on the road are manual. Conclusion: Ford now markets the SHO only as an automatic. Rather contradictory for a sporty model! Then again, maybe not, since its "sporty" owners are usually 40-year-olds driving along in three-piece suits, downtown, with a firmer grip on their cell phones than on the gearshift lever. Looking at things from the same vantage point, Yamaha decided to make its engine smoother. It now has 235 horses, compared to the 200 provided by the 24-valve Duratec V6. One perfect word to describe it: excellent! The SHO also features a semi-active suspension (two levels of shock absorption automatically selected based on driving style) and 16-inch tires. The steering system is firm, to match the rigid chassis, and has a slightly artificial feel. While Ford feels duty-bound to speed up the arrival of a Taurus/Sable ready for of the year 2000, a super SHO is a very good consolation prize for consumers. CD97DBI d 6 ÿ Ford Taurus Presentation Since Ford's winning duo was subjected to the scalpel last year, it was unthinkable to inflict any major cosmetic changes for 1997. But maybe that wouldn't have been such a bad idea after all, given the lukewarm reception reserved they met with. Avantgarde in 1986 with their "aero look", today the Taurus and Sable are bordering on eccentricity. The visual effect has be pushed even further and to help keep our minds off the controversy, Ford has concocted a new Taurus SHO. Its aggressive styling features a sleeker nose, a bigger air intake, a showy spoiler and a dual exhaust. Rear lines, however, will keep you wondering if the truck is properly closed or not. Interior No changes here, everything is back as is, starting with the original center console whose purpose in life changes according to its position: an armrest, a storage space or a seat back for a third passenger. Front seats now provide more lateral support and leather upholstery is an option. Driving Impressions The new 3.4L, the very first V8 to power a Taurus, boasts a cylinder block that's aluminum-molded in Windsor, Ontario, but machined by Yamaha in Japan. Introduced in 1989 with a manual transmission, the SHO doubled its sales figures when an automatic transmission was added to the lineup in 1993. Since then, only 20% of SHO on the road are manual. Conclusion: Ford now markets the SHO only as an automatic. Rather contradictory for a sporty model! Then again, maybe not, since its "sporty" owners are usually 40-year-olds driving along in three-piece suits, downtown, with a firmer grip on their cell phones than on the gearshift lever. Looking at things from the same vantage point, Yamaha decided to make its engine smoother. It now has 235 horses, compared to the 200 provided by the 24-valve Duratec V6. One perfect word to describe it: excellent! The SHO also features a semi-active suspension (two levels of shock absorption automatically selected based on driving style) and 16-inch tires. The steering system is firm, to match the rigid chassis, and has a slightly artificial feel. While Ford feels duty-bound to speed up the arrival of a Taurus/Sable ready for of the year 2000, a super SHO is a very good consolation prize for consumers. CD97DBI d / ÿ Ford Thunderbird Introduction No attempt was made to change the lines of the " T-Birds " and Cougars in 1997. On the one hand, the nose, roof and fenders were modified in 1996; on the other hand, the future of both these models is more fragile than porcelain. The T-Bird Super Coupe and its supercharged 3.8 litre V6 have already disappeared. The XR7 still resembles a sedan which is missing two doors and the T-Bird, although classified as a coupe, has a sufficiently roomy interior to accommodate five passengers. Its introduction goes back to 1954! The Cougar, which is the "youngest", was launched in 1966. Both these cars have the same platform which was introduced in 1988. Passenger Compartment Improvements have been made to the four-speed transmission, which is the only one available. The T-Bird makes no great fuss about it, while the Cougar considers it to be one of the candles atop its 30th anniversary cake. To really celebrate the occasion, the XR7 is available in "Toreador Red" this year; it has 16 inch tires, special emblems and firmed up shock absorbers. These are even stiffer on the 4.8 litre V8 (205 hp) than on the 3.8 litre V6 (145 hp). Inside the passenger compartment, the number 30 embroidered on the even more highly curved seats, as well as on the carpets, serves as a constant reminder of the 30th anniversary of the Cougar. All of the dials have been redesigned, with special emphasis put on the indicator lights. Drive Both cars are quite aggressive, but their performance is not as explosive. Their weight must be considered (over 1600 kg), as must the engine selected, which makes maximum speed vary between 180 and 210 KPH. After the fashion of the Taurus SHO, which is now becoming bourgeois, the Thunderbirds/Cougars are offering more and more on-board comfort. Americans prefer the V8 model because of its felt rather than its power. As well, the transmission was modified to operate on greater, less extreme ranges. The firmer suspension is an option, but it makes little difference. These false coupes don't really hit the mark because they are burdened by a poorly targeted clientele and stuck between two eras. CD97DBI d 6 ÿ FORD WINDSTAR Presentation Ford's full-size minivan and short-wheel base minivan are the Aerostar and Villager respectively. Now the Windstar, as a long-wheel base minivan, is the intruder between them. GL and LX models are available. In view of Chrysler's overwhelming success with an additional sliding door on the driver's side, Ford was faced with quite a dilemma-jumping on the bandwagon or not. No change has been made for 1997, but as of next February Ford will be presenting the 1988 profile with a maxidoor, a larger door on the driver's side. When it is open, you will be able to lift the driver's seat for passenger access to the middle bench seat. The second generation of Windstars, planned for 1999, should have the second sliding door. The manufacturer could not have installed it sooner without redesigning the frame and moving the gas tank. The Windstar is generally pleasant in appearance, but where Ford really stands out is in the colour department. Interior The Windstar easily carries seven passengers and their luggage. This sounds like a given, but is not always true for narrower, short-wheel base models such as the Villager/Quest. The front and middle seat rows can both accommodate two cloth or leather covered captain's chairs. When benches are chosen for the middle and rear, bed conversion is another option. Two air bags are standard. A low floor and clearance give easy access. The cargo area is spacious enough for a 4' x 8' sheet of plywood. More storage areas would be appreciated; however, the bench seats slide readily, even though they are heavy to lift. Driving Impressions The GL began with a standard 150 hp 3.0 litre V6 engine, as well as ABS brakes. Last year the 3.8 litre V6, which was standard on the LX and optional on the GL, gained all of 45 horsepower for a total of 200, thanks to the twin-valve intake manifold borrowed from the Taurus SHO. It was then the most powerful engine available in a minivan, and still is for 1997, until other models change. The Windstar is also the only minivan to offer skid control (with the 3.8 litre) and four disk brakes. Windstars are good at towing trailers, not surprising given Ford's expertise in workhorse trucks. The 3.8 litre V6 reaches 100 km in just 10 seconds, and the acceleration is quiet. The Windstar does not drive like a car, as does the Odyssey, for example, but it is stable, with fine brakes, a reassuringly solid suspension and excellent visibility. With the Windstar, Ford answered Chrysler effectively. However, with the latter's proliferation of car features, Ford needs yet another kick start. CD97DBI d 7 ÿ Geo Metro Presentation With the Metro and the Firefly, General Motors wants "to change consumer perception of small economical cars". And the world's Number 1 automobile manufacturer has formidable arguments to support its premise since the style and safety level (dual airbags and ABS brakes) of these two minis, assembled in Ontario, can stand up to just about any fair comparison. In 1997, two new colors are available, but the SE and LSi versions have been withdrawn. The two-door coupe still has its three-cylinder engine, with a 3.1L four-cylinder available as an option (standard on the sedan). Interior Four people can squeeze into these minis, which offer barely acceptable roominess and comfort levels. Presentation is marginal and instrumentation is rudimentary to say the least. Standard equipment is minimal as well, but the long list of optional accessories can make life a lot easier. An example? How about three: the baggage area screen (coupe), the rear windshield washer/wiper (coupe) and the split folddown rear seat (sedan). Driving Impressions You can't have everything! When the Metro and Firefly were revised two years ago, they kept their bare-bones base and optional mechanical systems although their equipment and interior dimensions were improved. On the other hand, their asking price no longer makes them a bargain. Fun to drive in the city, these minis are a nightmare on highways. The steering system is very light and imprecise at cruising speeds and during parking manoeuvres, it quickly becomes extremely heavy because it has no assistance mechanism (optional only on the sedan). Potential buyers should also take note that the three-speed transmission is a considerable drawback for the four-cylinder engine. The best bet is the standard manual transmission, which gives the engine free rein to express itself. The three-cylinder, known as the most economical on the market based on Transport Canada fuel consumption ratings, moves along at a snail's pace. Avoid. Given the cost of options, however interesting they may be, and the limited number of uses these vehicles lend themselves to, this particular General Motors alternative isn't as good as it may seem on first glance. CD97DBI d 7 ÿ Geo Metro Presentation With the Metro and the Firefly, General Motors wants "to change consumer perception of small economical cars". And the world's Number 1 automobile manufacturer has formidable arguments to support its premise since the style and safety level (dual airbags and ABS brakes) of these two minis, assembled in Ontario, can stand up to just about any fair comparison. In 1997, two new colors are available, but the SE and LSi versions have been withdrawn. The two-door coupe still has its three-cylinder engine, with a 3.1L four-cylinder available as an option (standard on the sedan). Interior Four people can squeeze into these minis, which offer barely acceptable roominess and comfort levels. Presentation is marginal and instrumentation is rudimentary to say the least. Standard equipment is minimal as well, but the long list of optional accessories can make life a lot easier. An example? How about three: the baggage area screen (coupe), the rear windshield washer/wiper (coupe) and the split folddown rear seat (sedan). Driving Impressions You can't have everything! When the Metro and Firefly were revised two years ago, they kept their bare-bones base and optional mechanical systems although their equipment and interior dimensions were improved. On the other hand, their asking price no longer makes them a bargain. Fun to drive in the city, these minis are a nightmare on highways. The steering system is very light and imprecise at cruising speeds and during parking manoeuvres, it quickly becomes extremely heavy because it has no assistance mechanism (optional only on the sedan). Potential buyers should also take note that the three-speed transmission is a considerable drawback for the four-cylinder engine. The best bet is the standard manual transmission, which gives the engine free rein to express itself. The three-cylinder, known as the most economical on the market based on Transport Canada fuel consumption ratings, moves along at a snail's pace. Avoid. Given the cost of options, however interesting they may be, and the limited number of uses these vehicles lend themselves to, this particular General Motors alternative isn't as good as it may seem on first glance. CD97DBI d > ÿ Geo Tracker Presentation For the young at heart or genuinely young who would like a frugal and affordable mini-jeep capable of travelling off-road or in the heart of the city, GM markets the Geo Tracker/Pontiac Sunrunner duo, inspired by the Suzuki Sidekick. But the latter comes with the widest range of packaging, since for 1997 Pontiac is content to limit itself to the soft-top two-door base version. The LSi model, renamed the GT last year, has been withdrawn. The one and only decision potential buyers have to make: the 2X4 (rear-wheel drive) or 4X4. Both utilities are also available at Geo, which has decided to go it alone and take a page from Suzuki's book by bringing back a hard-top AWD four-door model in base and LSi versions. It had been discontinued in 1996, while survivors had been given a few exterior touch-ups (bumpers, grille, hood and wheel covers). Two new colors are listed: azure blue and sunset red. Interior The base Suzuki models are still better equipped than those that fall under the Geo or Pontiac banners. That's part of the agreement between the Japanese builder and GM, otherwise the advantage would clearly be with the Americans, given their broad dealer base. The new LSi packaging includes standard power windows and sideview mirrors and a central locking system. A courtesy mirror for the passenger is now standard on all models. And since last year, the same goes for dual airbags. The all-wheel ABS option can be coupled with the disc/drum combination. The three-speed automatic transmission is for convertible models, while hard-top utilities have a four-speed unit. Driving Impressions The 16-valve 1.6L four-cylinder put a definite end to the 8-valve that was formerly available. Assembled with the Sidekick in the CAMI plant in Ontario, the Tracker/Sunrunner suffered from a very annoying soft top; in fact, it was quite a bit easier to solve Rubik's cube puzzle than to take the roof off a Tracker. Since 1995, Suzuki has redesigned the roof and pillars and owners no longer need to unzip the plastic rear windshield to open the rear door. Significant progress, for sure, but many people still resort to leaving the soft top in place over their heads. So when it rains, this vehicle sounds like a percussion orchestra on wheels. The solid rear axle hops as soon as it encounters even an empty peanut shell on the road. The ball steering system is assisted only on hard-top models, which like the two-doors, provide excellent handling. They barely weight 1000 kg and all the fun is in the steering wheel, provided you keep the center of gravity in mind. And at last, the new four-door means you can share the pleasure with the rest of the family. These mini-utilities are versatile and their buyers, often aged between 25 and 35, don't use them to their full potential. CD97DBI d > ÿ Geo Tracker Presentation For the young at heart or genuinely young who would like a frugal and affordable mini-jeep capable of travelling off-road or in the heart of the city, GM markets the Geo Tracker/Pontiac Sunrunner duo, inspired by the Suzuki Sidekick. But the latter comes with the widest range of packaging, since for 1997 Pontiac is content to limit itself to the soft-top two-door base version. The LSi model, renamed the GT last year, has been withdrawn. The one and only decision potential buyers have to make: the 2X4 (rear-wheel drive) or 4X4. Both utilities are also available at Geo, which has decided to go it alone and take a page from Suzuki's book by bringing back a hard-top AWD four-door model in base and LSi versions. It had been discontinued in 1996, while survivors had been given a few exterior touch-ups (bumpers, grille, hood and wheel covers). Two new colors are listed: azure blue and sunset red. Interior The base Suzuki models are still better equipped than those that fall under the Geo or Pontiac banners. That's part of the agreement between the Japanese builder and GM, otherwise the advantage would clearly be with the Americans, given their broad dealer base. The new LSi packaging includes standard power windows and sideview mirrors and a central locking system. A courtesy mirror for the passenger is now standard on all models. And since last year, the same goes for dual airbags. The all-wheel ABS option can be coupled with the disc/drum combination. The three-speed automatic transmission is for convertible models, while hard-top utilities have a four-speed unit. Driving Impressions The 16-valve 1.6L four-cylinder put a definite end to the 8-valve that was formerly available. Assembled with the Sidekick in the CAMI plant in Ontario, the Tracker/Sunrunner suffered from a very annoying soft top; in fact, it was quite a bit easier to solve Rubik's cube puzzle than to take the roof off a Tracker. Since 1995, Suzuki has redesigned the roof and pillars and owners no longer need to unzip the plastic rear windshield to open the rear door. Significant progress, for sure, but many people still resort to leaving the soft top in place over their heads. So when it rains, this vehicle sounds like a percussion orchestra on wheels. The solid rear axle hops as soon as it encounters even an empty peanut shell on the road. The ball steering system is assisted only on hard-top models, which like the two-doors, provide excellent handling. They barely weight 1000 kg and all the fun is in the steering wheel, provided you keep the center of gravity in mind. And at last, the new four-door means you can share the pleasure with the rest of the family. These mini-utilities are versatile and their buyers, often aged between 25 and 35, don't use them to their full potential. CD97DBI d 7 ÿ GMC Safari Presentation No matter what sceptics say, the Astro and Safari can do a lot more than carry around merchandise. Changes made last year are proof that GM also wants to emphasize that these vehicles are just at good at getting people from point A to point B. For 1997, the builder has continued its subtle refining efforts, introducing delayed turn-off for interior lights (a feature that helps owners avoid the very unpleasant surprise that a dead battery can be), a variable-assist steering system to bring driveability a few notches higher and lastly, for the second consecutive year, the four-speed automatic transmission has been revised. Interior By making the inside roomier for front-seat passengers, the designers responsible for the Astro and Safari have solved one of the most talked-about drawbacks since the compact minivan was introduced in 1984. The dashboard has been completely redesigned, given much rounder lines, and it now houses a passenger-side airbag. The center console is oriented with the driver in mind. Some details are annoying, such as the look created by some materials and the positioning of some accessories limits possibilities (you can't drink coffee if you want to smoke), seats don't offer much support, but to their credit the Astro and Safari have plenty of energy. Driving Impressions Despite several improvements made over the years, the Astro and Safari are extremely sensitive to crosswinds, and the new steering system won't be enough to change that. These minivans are find it hard to handle winter conditions; opting for an all-wheel drive model can be the answer, but the choice means sacrificing manoeuvrability and increasing the already high fuel consumption of the 4.3L Vortec V6. But to compensate for its voracious appetite for black gold, the robust engine is ready and willing to deliver its power as soon as it's solicited. In other words, it really moves! It has plenty of torque into the bargain and passing power to spare. The slightly stiff suspension swallows road defects, but brakes fade after a minimum number of forceful stops. Work horses, toolboxes or a mini schoolbuses, the Astro and Safari can wear a number of different hats. If you like the look of one of them, go ahead. CD97DBI d 7 ÿ GMC Safari Presentation No matter what sceptics say, the Astro and Safari can do a lot more than carry around merchandise. Changes made last year are proof that GM also wants to emphasize that these vehicles are just at good at getting people from point A to point B. For 1997, the builder has continued its subtle refining efforts, introducing delayed turn-off for interior lights (a feature that helps owners avoid the very unpleasant surprise that a dead battery can be), a variable-assist steering system to bring driveability a few notches higher and lastly, for the second consecutive year, the four-speed automatic transmission has been revised. Interior By making the inside roomier for front-seat passengers, the designers responsible for the Astro and Safari have solved one of the most talked-about drawbacks since the compact minivan was introduced in 1984. The dashboard has been completely redesigned, given much rounder lines, and it now houses a passenger-side airbag. The center console is oriented with the driver in mind. Some details are annoying, such as the look created by some materials and the positioning of some accessories limits possibilities (you can't drink coffee if you want to smoke), seats don't offer much support, but to their credit the Astro and Safari have plenty of energy. Driving Impressions Despite several improvements made over the years, the Astro and Safari are extremely sensitive to crosswinds, and the new steering system won't be enough to change that. These minivans are find it hard to handle winter conditions; opting for an all-wheel drive model can be the answer, but the choice means sacrificing manoeuvrability and increasing the already high fuel consumption of the 4.3L Vortec V6. But to compensate for its voracious appetite for black gold, the robust engine is ready and willing to deliver its power as soon as it's solicited. In other words, it really moves! It has plenty of torque into the bargain and passing power to spare. The slightly stiff suspension swallows road defects, but brakes fade after a minimum number of forceful stops. Work horses, toolboxes or a mini schoolbuses, the Astro and Safari can wear a number of different hats. If you like the look of one of them, go ahead. CD97DBI d : ÿ GMC Jimmy Presentation The parenthood of the sport utility vehicle is a matter of hot dispute among major builders. General Motors is an eager participant in the debate, reminding everyone that its concept served as the basis for the first "juniors", the Blazer and Jimmy. Developed in 1983, both utilities were revamped two years ago and both have been very successful on the market. To keep them on the crest of their current wave of popularity, GM has reviewed some of their detailing and has extended their list of options. Interior Both of these vehicles still don't have a passenger-side airbag, which is disgraceful for a builder that proudly claims to carry out "the largest number of collision tests in the world". It isn't easy to find a comfortable driving position on these models; the steering column is too long, elbow room is minimal and the driver's legs are stretched out to the limit. Luckily seats are comfortable and the well-designed dashboard has detailed instrumentation. Various controls are grouped together in the driver's immediate environment, but not all of them are in very easy reach. Two examples: when the shift lever is in the "D" position, the radio controls are partially blocked, and the air conditioning vents seemed to be positioned solely with the passenger in mind. On the two-door version it takes acrobatic skills to climb into the back seat, which can only accommodate two people. The four-door version is roomier, but seat cushions have a very low profile (so the floor is flat when the seat back is folded down) and passengers are forced to travel with their knees virtually at ear level. The seat back itself has no headrest - so much for passive safety! Driving Impressions On the road, these sport utilities are a lot of fun providing that before buying you taken the time to take a close look at the four suspension types available: soft, sport, touring or off-road. Except for the five-speed manual transmission (available only on the two-door version), the buyer has no other decisions to make when it comes to the mechanical system. The 4.3L Vortec V6 is the only engine choice; its performance is impeccable and it's all the more impressive given its good showing in comparison to some of its V8 rivals. The Achilles heel in the Blazer and Jimmy is braking, inefficient and very hard to gauge. The four-disc option on the 4X4 four-door is a good way to get around this particular drawback. The Blazer and Jimmy will go to the head of the class once GM decides to set aside superfluous features and replace them with essentials (airbag and headrest). CD97DBI d : ÿ GMC Jimmy Presentation The parenthood of the sport utility vehicle is a matter of hot dispute among major builders. General Motors is an eager participant in the debate, reminding everyone that its concept served as the basis for the first "juniors", the Blazer and Jimmy. Developed in 1983, both utilities were revamped two years ago and both have been very successful on the market. To keep them on the crest of their current wave of popularity, GM has reviewed some of their detailing and has extended their list of options. Interior Both of these vehicles still don't have a passenger-side airbag, which is disgraceful for a builder that proudly claims to carry out "the largest number of collision tests in the world". It isn't easy to find a comfortable driving position on these models; the steering column is too long, elbow room is minimal and the driver's legs are stretched out to the limit. Luckily seats are comfortable and the well-designed dashboard has detailed instrumentation. Various controls are grouped together in the driver's immediate environment, but not all of them are in very easy reach. Two examples: when the shift lever is in the "D" position, the radio controls are partially blocked, and the air conditioning vents seemed to be positioned solely with the passenger in mind. On the two-door version it takes acrobatic skills to climb into the back seat, which can only accommodate two people. The four-door version is roomier, but seat cushions have a very low profile (so the floor is flat when the seat back is folded down) and passengers are forced to travel with their knees virtually at ear level. The seat back itself has no headrest - so much for passive safety! Driving Impressions On the road, these sport utilities are a lot of fun providing that before buying you taken the time to take a close look at the four suspension types available: soft, sport, touring or off-road. Except for the five-speed manual transmission (available only on the two-door version), the buyer has no other decisions to make when it comes to the mechanical system. The 4.3L Vortec V6 is the only engine choice; its performance is impeccable and it's all the more impressive given its good showing in comparison to some of its V8 rivals. The Achilles heel in the Blazer and Jimmy is braking, inefficient and very hard to gauge. The four-disc option on the 4X4 four-door is a good way to get around this particular drawback. The Blazer and Jimmy will go to the head of the class once GM decides to set aside superfluous features and replace them with essentials (airbag and headrest). CD97DBI d 9 ÿ GMC Sierra Presentation Full-size pickup trucks account for one quarter of sales of light trucks in Canada. The Chevrolet C/K and GMC Sierra are available in so many versions, it's enough to make your head spin. For example, would you take the regular, extended, or Crew Cab version? With or without the rear seat access panel? The Sportside, Fleetside, or Wideside style? Short or long box? Base, Cheyenne, or Silverado finishing? Two drive wheels (C) or 4X4 (K)? The 1500 Series (1/2 ton), 2500 (3/4 ton) or 3500 (1 ton)? Whew! It's no wonder the company operates four factories to build these trucks. Still, the numbers show that half of all GM trucks sold are extended cab versions. Because these vehicles have been around since 1936 and their buyers are considered very loyal, it's easy to see why some have been faithful to GM for generations, even though that doesn't keep them from secretely wishing for a serious competitor to Ford's F Series and Chrysler's Ram. GM should think about updating its products' appearance, but so far has contented itself with giving them better equipment. Interior The passenger-side airbag is now standard on the 1/2 ton and 3/4 ton vehicles; the ones without the second airbag have a storage bin in its place. A new, optional ceiling-mounted console has reading lights and more storage space. After successfully renovating the cabins of its compact sport utilities, the stylists made radical changes to those of its pickups. You might be carrying hay, oily machine parts, or chickens in the box, but up front you ride in an environment princely enough to warrant wearing a tuxedo. Who could have imagined such luxury and comfort in a pickup truck a decade ago? Driving Impressions The choice of available engines is as vast as the body and cabin styles. Cars on CD invites you to see the company's detailed spec sheets. To summarize: a 4.3 liter V6 (200 hp); a 5.0 liter V8 (230 hp); a 5.7 liter V8 (255 hp); a 6.5 liter turbodiesel V8 (180 hp or 190 hp); and a 7.4 liter V8 (290 hp). In other words, an engine for every size and every job. As has been done with the Tahoe/Yukon, the steering is now tamer at low speeds, and the 1/2 ton 4X4 have a smaller turning diameter. Highway driving can be bouncy, depending on the weight and distribution of the cargo in the box. Fuel consumption is high, but air noise is nicely controlled. You won't take corners on two wheels, but you can still pull into the passing lane with confidence. The full-size C/K and Sierra pickup trucks have many, many reasons to thrill the urban cowboy. Except, of course, if you're hauling Gucci luggage in the rain... CD97DBI d 9 ÿ GMC Sierra Presentation Full-size pickup trucks account for one quarter of sales of light trucks in Canada. The Chevrolet C/K and GMC Sierra are available in so many versions, it's enough to make your head spin. For example, would you take the regular, extended, or Crew Cab version? With or without the rear seat access panel? The Sportside, Fleetside, or Wideside style? Short or long box? Base, Cheyenne, or Silverado finishing? Two drive wheels (C) or 4X4 (K)? The 1500 Series (1/2 ton), 2500 (3/4 ton) or 3500 (1 ton)? Whew! It's no wonder the company operates four factories to build these trucks. Still, the numbers show that half of all GM trucks sold are extended cab versions. Because these vehicles have been around since 1936 and their buyers are considered very loyal, it's easy to see why some have been faithful to GM for generations, even though that doesn't keep them from secretely wishing for a serious competitor to Ford's F Series and Chrysler's Ram. GM should think about updating its products' appearance, but so far has contented itself with giving them better equipment. Interior The passenger-side airbag is now standard on the 1/2 ton and 3/4 ton vehicles; the ones without the second airbag have a storage bin in its place. A new, optional ceiling-mounted console has reading lights and more storage space. After successfully renovating the cabins of its compact sport utilities, the stylists made radical changes to those of its pickups. You might be carrying hay, oily machine parts, or chickens in the box, but up front you ride in an environment princely enough to warrant wearing a tuxedo. Who could have imagined such luxury and comfort in a pickup truck a decade ago? Driving Impressions The choice of available engines is as vast as the body and cabin styles. Cars on CD invites you to see the company's detailed spec sheets. To summarize: a 4.3 liter V6 (200 hp); a 5.0 liter V8 (230 hp); a 5.7 liter V8 (255 hp); a 6.5 liter turbodiesel V8 (180 hp or 190 hp); and a 7.4 liter V8 (290 hp). In other words, an engine for every size and every job. As has been done with the Tahoe/Yukon, the steering is now tamer at low speeds, and the 1/2 ton 4X4 have a smaller turning diameter. Highway driving can be bouncy, depending on the weight and distribution of the cargo in the box. Fuel consumption is high, but air noise is nicely controlled. You won't take corners on two wheels, but you can still pull into the passing lane with confidence. The full-size C/K and Sierra pickup trucks have many, many reasons to thrill the urban cowboy. Except, of course, if you're hauling Gucci luggage in the rain... CD97DBI d 9 ÿ GMC Sierra Presentation Full-size pickup trucks account for one quarter of sales of light trucks in Canada. The Chevrolet C/K and GMC Sierra are available in so many versions, it's enough to make your head spin. For example, would you take the regular, extended, or Crew Cab version? With or without the rear seat access panel? The Sportside, Fleetside, or Wideside style? Short or long box? Base, Cheyenne, or Silverado finishing? Two drive wheels (C) or 4X4 (K)? The 1500 Series (1/2 ton), 2500 (3/4 ton) or 3500 (1 ton)? Whew! It's no wonder the company operates four factories to build these trucks. Still, the numbers show that half of all GM trucks sold are extended cab versions. Because these vehicles have been around since 1936 and their buyers are considered very loyal, it's easy to see why some have been faithful to GM for generations, even though that doesn't keep them from secretely wishing for a serious competitor to Ford's F Series and Chrysler's Ram. GM should think about updating its products' appearance, but so far has contented itself with giving them better equipment. Interior The passenger-side airbag is now standard on the 1/2 ton and 3/4 ton vehicles; the ones without the second airbag have a storage bin in its place. A new, optional ceiling-mounted console has reading lights and more storage space. After successfully renovating the cabins of its compact sport utilities, the stylists made radical changes to those of its pickups. You might be carrying hay, oily machine parts, or chickens in the box, but up front you ride in an environment princely enough to warrant wearing a tuxedo. Who could have imagined such luxury and comfort in a pickup truck a decade ago? Driving Impressions The choice of available engines is as vast as the body and cabin styles. Cars on CD invites you to see the company's detailed spec sheets. To summarize: a 4.3 liter V6 (200 hp); a 5.0 liter V8 (230 hp); a 5.7 liter V8 (255 hp); a 6.5 liter turbodiesel V8 (180 hp or 190 hp); and a 7.4 liter V8 (290 hp). In other words, an engine for every size and every job. As has been done with the Tahoe/Yukon, the steering is now tamer at low speeds, and the 1/2 ton 4X4 have a smaller turning diameter. Highway driving can be bouncy, depending on the weight and distribution of the cargo in the box. Fuel consumption is high, but air noise is nicely controlled. You won't take corners on two wheels, but you can still pull into the passing lane with confidence. The full-size C/K and Sierra pickup trucks have many, many reasons to thrill the urban cowboy. Except, of course, if you're hauling Gucci luggage in the rain... CD97DBI d 9 ÿ GMC Sierra Presentation Full-size pickup trucks account for one quarter of sales of light trucks in Canada. The Chevrolet C/K and GMC Sierra are available in so many versions, it's enough to make your head spin. For example, would you take the regular, extended, or Crew Cab version? With or without the rear seat access panel? The Sportside, Fleetside, or Wideside style? Short or long box? Base, Cheyenne, or Silverado finishing? Two drive wheels (C) or 4X4 (K)? The 1500 Series (1/2 ton), 2500 (3/4 ton) or 3500 (1 ton)? Whew! It's no wonder the company operates four factories to build these trucks. Still, the numbers show that half of all GM trucks sold are extended cab versions. Because these vehicles have been around since 1936 and their buyers are considered very loyal, it's easy to see why some have been faithful to GM for generations, even though that doesn't keep them from secretely wishing for a serious competitor to Ford's F Series and Chrysler's Ram. GM should think about updating its products' appearance, but so far has contented itself with giving them better equipment. Interior The passenger-side airbag is now standard on the 1/2 ton and 3/4 ton vehicles; the ones without the second airbag have a storage bin in its place. A new, optional ceiling-mounted console has reading lights and more storage space. After successfully renovating the cabins of its compact sport utilities, the stylists made radical changes to those of its pickups. You might be carrying hay, oily machine parts, or chickens in the box, but up front you ride in an environment princely enough to warrant wearing a tuxedo. Who could have imagined such luxury and comfort in a pickup truck a decade ago? Driving Impressions The choice of available engines is as vast as the body and cabin styles. Cars on CD invites you to see the company's detailed spec sheets. To summarize: a 4.3 liter V6 (200 hp); a 5.0 liter V8 (230 hp); a 5.7 liter V8 (255 hp); a 6.5 liter turbodiesel V8 (180 hp or 190 hp); and a 7.4 liter V8 (290 hp). In other words, an engine for every size and every job. As has been done with the Tahoe/Yukon, the steering is now tamer at low speeds, and the 1/2 ton 4X4 have a smaller turning diameter. Highway driving can be bouncy, depending on the weight and distribution of the cargo in the box. Fuel consumption is high, but air noise is nicely controlled. You won't take corners on two wheels, but you can still pull into the passing lane with confidence. The full-size C/K and Sierra pickup trucks have many, many reasons to thrill the urban cowboy. Except, of course, if you're hauling Gucci luggage in the rain... CD97DBI d > ÿ GMC Sonoma Presentation Fourteen years ago, when they decided to set aside the basic premise that a pickup was first and foremost a work tool, were the executives at General Motors really aware of the wave of success they would begin to enjoy? From their purely utilitarian image, compact pickups have kept only their sturdiness and their physiognomy. So decreed the consumer, won over by the practical aspect of pickups, but in no way prepared to sacrifice the comfort and safety of an automobile. For 1997, the chassis of the S/Sonoma pickups is sturdier, the automatic transmission has been revised, and new colors are available to brighten up both regular and extended cab versions. Interior When designers set out to revamp these models three years ago, they had two fundamental objective in mind. The first was making the body sturdier to satisfy the needs of the traditional buyers; the second was offering a roomy and inviting interior. To achieve their second goal, Chevrolet's stylists parted with tradition by starting with the passenger compartment design before moving on the cockpit that envelopes it. the S/Sonoma is roomier for front-seat passengers, who enjoy the benefits of comfortable bucket seats (an option over the sliding bench seat available as standard equipment) and a fit that provides exactly the right amount of support when the vehicle is cornering. The extended cab version includes two minuscule vinyl auxiliary seats that look as if their passengers can be ejected on command, no doubt because they're so uncomfortable no one would want to stay in them for very long. The third (driver's side) door is very practical, but if you choose it you have to do without one of the auxiliary seats, removed to provide better access to the area behind the front seats. All in all, the passenger compartment is well designed (providing you like plastic). The only thing missing is a passenger-side airbag. Driving Impressions Under the hood is a standard 2.2L four-cylinder engine, exclusive to two-wheel drive models and capable of only mediocre performance levels. For a bit more money, buyers can choose between two derivatives of the 4.3L Vortec V6, both very smooth and very peppy. Rear wheels tend to skate and adherence is minimal when the bed is empty. This is also when road stability is most affected by the rear end's tendency to hop, which decreases the ABS system's primary mission, which is ensuring straight-line stops. The electronic automatic transmission is remarkably smooth, while the manual alternative shifts with remarkable ease. This compact pickup has many fine qualities and clearly demonstrates that it is a very viable alternative for a wide variety of consumers. CD97DBI d > ÿ GMC Sonoma Presentation Fourteen years ago, when they decided to set aside the basic premise that a pickup was first and foremost a work tool, were the executives at General Motors really aware of the wave of success they would begin to enjoy? From their purely utilitarian image, compact pickups have kept only their sturdiness and their physiognomy. So decreed the consumer, won over by the practical aspect of pickups, but in no way prepared to sacrifice the comfort and safety of an automobile. For 1997, the chassis of the S/Sonoma pickups is sturdier, the automatic transmission has been revised, and new colors are available to brighten up both regular and extended cab versions. Interior When designers set out to revamp these models three years ago, they had two fundamental objective in mind. The first was making the body sturdier to satisfy the needs of the traditional buyers; the second was offering a roomy and inviting interior. To achieve their second goal, Chevrolet's stylists parted with tradition by starting with the passenger compartment design before moving on the cockpit that envelopes it. the S/Sonoma is roomier for front-seat passengers, who enjoy the benefits of comfortable bucket seats (an option over the sliding bench seat available as standard equipment) and a fit that provides exactly the right amount of support when the vehicle is cornering. The extended cab version includes two minuscule vinyl auxiliary seats that look as if their passengers can be ejected on command, no doubt because they're so uncomfortable no one would want to stay in them for very long. The third (driver's side) door is very practical, but if you choose it you have to do without one of the auxiliary seats, removed to provide better access to the area behind the front seats. All in all, the passenger compartment is well designed (providing you like plastic). The only thing missing is a passenger-side airbag. Driving Impressions Under the hood is a standard 2.2L four-cylinder engine, exclusive to two-wheel drive models and capable of only mediocre performance levels. For a bit more money, buyers can choose between two derivatives of the 4.3L Vortec V6, both very smooth and very peppy. Rear wheels tend to skate and adherence is minimal when the bed is empty. This is also when road stability is most affected by the rear end's tendency to hop, which decreases the ABS system's primary mission, which is ensuring straight-line stops. The electronic automatic transmission is remarkably smooth, while the manual alternative shifts with remarkable ease. This compact pickup has many fine qualities and clearly demonstrates that it is a very viable alternative for a wide variety of consumers. CD97DBI d 2 ÿ GMC Suburban Presentation In Texas, the land of excess, the Suburban reigns supreme. Bigger than any of its rivals, this huge utility gets what it wants, capturing a full 64% of sales in its market segment. For 1997, General Motors has included a passenger-side airbag and adjustable three-point safety belts for the passengers assigned to the middle seat. Coupled with these innovations are an improved transmission, a more efficient variable-assist power steering system, and a quieter engine fan. Interior It's only a slight exaggeration to say that the Suburban's interior is so roomy, you can get lost in it. With the right choice of options, you can invite nine people aboard, with their baggage, and you can head out on holidays while enjoying a comfort level worthy of a limousine. The Suburban comes with a very long and detailed list of options, and it's easy to lose your way as you read it - or to curse GM, which makes no bones about charging extra for accessories like rear-seat heating and air conditioning or a height-adjustable steering column. Nothing short of abuse. Driving Impressions You guessed it: this model offers far from ideal manoeuvrability. Parking is a complicated process and the turning radius on the all-wheel drive version is very long. The two V8 engines, with 5.7 litres or 7.4 litres, get their job done efficiently but you'd better turn a blind eye to the amount of gasoline they guzzle. You'll be contributing less to the coffers of oil companies (but more to GM's) if you choose the turbo diesel 6.5L V8, optional (like everything else that's good about this model). The Suburban's high overall weight does nothing to make life easy for its brakes, even when they're combined with an ABS system, and they have a hard time keeping stopping distances within the reasonable range. Despite its faults and excesses, the Suburban keeps two assembly plants running at full production capacity and the manufacturer still has a difficult time keeping pace with demand. CD97DBI d 1 ÿ GMC Suburban Presentation In Texas, the land of excess, the Suburban reigns supreme. Bigger than any of its rivals, this huge utility gets what it wants, capturing a full 64% of sales in its market segment. For 1997, General Motors has included a passenger-side airbag and adjustable three-point safety belts for the passengers assigned to the middle seat. Coupled with these innovations are an improved transmission, a more efficient variable-assist power steering system, and a quieter engine fan. Interior It's only a slight exaggeration to say that the Suburban's interior is so roomy, you can get lost in it. With the right choice of options, you can invite nine people aboard, with their baggage, and you can head out on holidays while enjoying a comfort level worthy of a limousine. The Suburban comes with a very long and detailed list of options, and it's easy to lose your way as you read it - or to curse GM, which makes no bones about charging extra for accessories like rear-seat heating and air conditioning or a height-adjustable steering column. Nothing short of abuse. Driving Impressions You guessed it: this model offers far from ideal manoeuvrability. Parking is a complicated process and the turning radius on the all-wheel drive version is very long. The two V8 engines, with 5.7 litres or 7.4 litres, get their job done efficiently but you'd better turn a blind eye to the amount of gasoline they guzzle. You'll be contributing less to the coffers of oil companies (but more to GM's) if you choose the turbo diesel 6.5L V8, optional (like everything else that's good about this model). The Suburban's high overall weight does nothing to make life easy for its brakes, even when they're combined with an ABS system, and they have a hard time keeping stopping distances within the reasonable range. Despite its faults and excesses, the Suburban keeps two assembly plants running at full production capacity and the manufacturer still has a difficult time keeping pace with demand. CD97DBI d 2 ÿ GMC Savana Presentation Chevrolet and GMC are offering five versions of their full-size minivans, renamed the Express and the Savana. After choosing the number of places they want, potential buyers need only determine which of five engines should power their van. Then comes the time to look at the options list. In other words, it could take weeks of rumination before you sign your first cheque. Revised in 1996, these minivans now have dual airbags, an electronic steering system and four-wheel ABS brakes. Interior The Express and Savana offer four seat configurations capable of accommodating from 5 to 15 passengers, enough to have you elected the local hockey team's official shuttle service. Seats are relatively comfortable, but offer minimal support. The large center console, which hides an easy access point to the mechanical system, robs front-seat passengers of some of their legroom. Perched high, the driver has a perfect view of the vehicle's detailed and easy-to-read instrumentation. The rotary controls for the air conditioning system, positioned in the upper part of the dashboard, are one of many nice touches. Driving Impressions Given its overall size, its center of gravity and its age (the original vehicle came along in 1970 and has undergone no aerodynamic changes since), drivers shouldn't expect miracles. Road stability is marginal on dry surfaces and downright shaky in wet or snowy conditions. The 4.3L Vortec V6 gets its job done, but the 6.5L turbo diesel V8 really draws attention. Its fuel economy is very good, its performances are adequate and its noise level is more than acceptable. For hard work, there's a 290-hp 7.4L gasoline V8 capable of measuring up to a Camaro Z-28 SS. On the down side brakes tend to fade when this monster has to come to a stop and the suspension is stiff on less than perfect roads. With their new look, the Express and Savana are back in the ring for the nth time, fighting for their lives against the Econoline and the Ram Van, two solid contenders. CD97DBI d 3 ÿ GMC Savana Presentation Chevrolet and GMC are offering five versions of their full-size minivans, renamed the Express and the Savana. After choosing the number of places they want, potential buyers need only determine which of five engines should power their van. Then comes the time to look at the options list. In other words, it could take weeks of rumination before you sign your first cheque. Revised in 1996, these minivans now have dual airbags, an electronic steering system and four-wheel ABS brakes. Interior The Express and Savana offer four seat configurations capable of accommodating from 5 to 15 passengers, enough to have you elected the local hockey team's official shuttle service. Seats are relatively comfortable, but offer minimal support. The large center console, which hides an easy access point to the mechanical system, robs front-seat passengers of some of their legroom. Perched high, the driver has a perfect view of the vehicle's detailed and easy-to-read instrumentation. The rotary controls for the air conditioning system, positioned in the upper part of the dashboard, are one of many nice touches. Driving Impressions Given its overall size, its center of gravity and its age (the original vehicle came along in 1970 and has undergone no aerodynamic changes since), drivers shouldn't expect miracles. Road stability is marginal on dry surfaces and downright shaky in wet or snowy conditions. The 4.3L Vortec V6 gets its job done, but the 6.5L turbo diesel V8 really draws attention. Its fuel economy is very good, its performances are adequate and its noise level is more than acceptable. For hard work, there's a 290-hp 7.4L gasoline V8 capable of measuring up to a Camaro Z-28 SS. On the down side brakes tend to fade when this monster has to come to a stop and the suspension is stiff on less than perfect roads. With their new look, the Express and Savana are back in the ring for the nth time, fighting for their lives against the Econoline and the Ram Van, two solid contenders. CD97DBI d < ÿ GMC Yukon Presentation The Tahoe/Yukon dates back to 1970, but it took until 1992 before it adopted the full-size pickup (C/K and Sierra) configuration (chassis and power train). There are eight two-door Tahoe/Yukon models in all: the base/SL, LS/SLE, LT/SLT and Sport (in both lineups), the latter available only with AWD, while the others have on-demand rear-wheel drive. The four-door Tahoe/Yukon first came along in 1995 and there are two in each range: the LS/SLE and the LT/SLT. GM was lucky enough to capture the niche for full-size utilities and keep for itself, but its monopoly is coming to an end this year with the introduction of the Ford Expedition. Compared to their smaller and more compact cousins (like the Blazer/Jimmy, Explorer and Grand Cherokee), the Tahoe/Yukon can handle more passengers and more cargo. Their towing capacity was already remarkable, but GM has just hiked it to 2,268 kg (5,000 lbs.) with the right equipment. Other innovations for this model year are on the inside. Interior At last, this year a passenger-side airbag has been added to features. A switch positioned on the rear door post lets rear-seat passengers activate the central locking system. And now, depending on needs, the center console can house CDs, cassettes or can feature a cup holder. The driver simply needs to flick the Insta-Trac switch to go from rear-wheel to all-wheel drive. You want more towing capacity? Another switch lets you go from 4H to 4L. The rear door that opens vertically rather than horizontally is the best of two choices, since the latter design limits rear visibility. The luxury of more elaborate versions makes even work-related outings a pleasure. Driving Impressions Two engines. The first is a 5.7L V8 that had a 200-hp output in 1995, but was upgraded to 255 horses last year. Since it has a super torque level of 330 ft.-lbs., 75% of buyers who choose the Tahoe/Yukon mainly for hauling purposes are thrilled with their decision. The 180-hp turbo diesel 6.5L V8 introduced in 1994 provides even more torque (360 ft.-lbs.) but is solely featured on two-door 4X4 versions. Parking or towing manoeuvres are easier thanks to the addition of speed-sensitive steering. In the past, some people complained about the AWD models' turning radius and now the situation has been corrected. Engineers also made a special effort to cut down on engine noise, especially from the cooling fan. The automatic transmission's electronic components have also been fine tuned. The independent front suspension and solid rear axle manage to provide a smooth ride. Cargo space is admirable. The Tahoe/Yukon is a powerful and complete vehicle, designed for a clientele that wants to haul, tow and toil, but in comfort. CD97DBI d < ÿ GMC Yukon Presentation The Tahoe/Yukon dates back to 1970, but it took until 1992 before it adopted the full-size pickup (C/K and Sierra) configuration (chassis and power train). There are eight two-door Tahoe/Yukon models in all: the base/SL, LS/SLE, LT/SLT and Sport (in both lineups), the latter available only with AWD, while the others have on-demand rear-wheel drive. The four-door Tahoe/Yukon first came along in 1995 and there are two in each range: the LS/SLE and the LT/SLT. GM was lucky enough to capture the niche for full-size utilities and keep for itself, but its monopoly is coming to an end this year with the introduction of the Ford Expedition. Compared to their smaller and more compact cousins (like the Blazer/Jimmy, Explorer and Grand Cherokee), the Tahoe/Yukon can handle more passengers and more cargo. Their towing capacity was already remarkable, but GM has just hiked it to 2,268 kg (5,000 lbs.) with the right equipment. Other innovations for this model year are on the inside. Interior At last, this year a passenger-side airbag has been added to features. A switch positioned on the rear door post lets rear-seat passengers activate the central locking system. And now, depending on needs, the center console can house CDs, cassettes or can feature a cup holder. The driver simply needs to flick the Insta-Trac switch to go from rear-wheel to all-wheel drive. You want more towing capacity? Another switch lets you go from 4H to 4L. The rear door that opens vertically rather than horizontally is the best of two choices, since the latter design limits rear visibility. The luxury of more elaborate versions makes even work-related outings a pleasure. Driving Impressions Two engines. The first is a 5.7L V8 that had a 200-hp output in 1995, but was upgraded to 255 horses last year. Since it has a super torque level of 330 ft.-lbs., 75% of buyers who choose the Tahoe/Yukon mainly for hauling purposes are thrilled with their decision. The 180-hp turbo diesel 6.5L V8 introduced in 1994 provides even more torque (360 ft.-lbs.) but is solely featured on two-door 4X4 versions. Parking or towing manoeuvres are easier thanks to the addition of speed-sensitive steering. In the past, some people complained about the AWD models' turning radius and now the situation has been corrected. Engineers also made a special effort to cut down on engine noise, especially from the cooling fan. The automatic transmission's electronic components have also been fine tuned. The independent front suspension and solid rear axle manage to provide a smooth ride. Cargo space is admirable. The Tahoe/Yukon is a powerful and complete vehicle, designed for a clientele that wants to haul, tow and toil, but in comfort. CD97DBI d 1 ÿ Honda Civic Presentation Every year is alike for the Civic. Since it was introduced back in 1973, each generation Honda has managed to stay a front runner in the most popular sub-compact cars. The last generation, which came out last year, is probably not the most innovative Civic, but no matter since it has remained as efficient as ever, right where it counts. Interior Climbing inside a Civic poses a problem due to its road clearance and half-opening rear doors (sedan). Once inside, the front seats and rear bench seat (60/40 fold-down) reward you for your exploits by offering a level of comfort which is sufficient at the front and average at the rear. As for the driver, it won't take him long to find a comfortable and safe driving position due to excellent rear and front visibility and adjustable steering wheel height. However, he will be bound to regret the lack of instruments. On the other hand, the Civic has made a giant leap forward with regard to heating and defrosting, even though the fan blower remains noisy. Driving Impressions It's a well-known fact that the target buyers of the Civic often drive with their caps on backward, and for just cause, since the road handling of this Honda remains its greatest asset. More stable and able to take shorter turns, the Civic hasn't lost its proverbial agility. The front tires grasp the pavement despite their narrow tread. The Civic's braking capacity doesn't lay itself open to criticism and resistance to overheating is excellent, a fact that shouldn't dampen your spirits. Under the hood, the 1.6 litre, four-cylinder engine (the only one available on the sedan and the lift gate version) leaves you feeling unsatisfied. Though it's true that the accelerator pedal travel gives you the impression that acceleration is faster than it is in actual fact, power recovery, especially at low RPM, can't rely on such a subterfuge. To thwart this momentary weakness, you'll need to be a shifting ace provided, of course, that your vehicle is equipped with a manual transmission. As for the VTEC engine, it remains as hard to operate in normal driving conditions. The truly outstanding Civic represents a sensible choice in its category. CD97DBI d 0 ÿ Honda Civic Presentation Every year is alike for the Civic. Since it was introduced back in 1973, each generation Honda has managed to stay a front runner in the most popular sub-compact cars. The last generation, which came out last year, is probably not the most innovative Civic, but no matter since it has remained as efficient as ever, right where it counts. Interior Climbing inside a Civic poses a problem due to its road clearance and half-opening rear doors (sedan). Once inside, the front seats and rear bench seat (60/40 fold-down) reward you for your exploits by offering a level of comfort which is sufficient at the front and average at the rear. As for the driver, it won't take him long to find a comfortable and safe driving position due to excellent rear and front visibility and adjustable steering wheel height. However, he will be bound to regret the lack of instruments. On the other hand, the Civic has made a giant leap forward with regard to heating and defrosting, even though the fan blower remains noisy. Driving Impressions It's a well-known fact that the target buyers of the Civic often drive with their caps on backward, and for just cause, since the road handling of this Honda remains its greatest asset. More stable and able to take shorter turns, the Civic hasn't lost its proverbial agility. The front tires grasp the pavement despite their narrow tread. The Civic's braking capacity doesn't lay itself open to criticism and resistance to overheating is excellent, a fact that shouldn't dampen your spirits. Under the hood, the 1.6 litre, four-cylinder engine (the only one available on the sedan and the lift gate version) leaves you feeling unsatisfied. Though it's true that the accelerator pedal travel gives you the impression that acceleration is faster than it is in actual fact, power recovery, especially at low RPM, can't rely on such a subterfuge. To thwart this momentary weakness, you'll need to be a shifting ace provided, of course, that your vehicle is equipped with a manual transmission. As for the VTEC engine, it remains as hard to operate in normal driving conditions. The truly outstanding Civic represents a sensible choice in its category. CD97DBI d 1 ÿ Honda Civic Presentation Every year is alike for the Civic. Since it was introduced back in 1973, each generation Honda has managed to stay a front runner in the most popular sub-compact cars. The last generation, which came out last year, is probably not the most innovative Civic, but no matter since it has remained as efficient as ever, right where it counts. Interior Climbing inside a Civic poses a problem due to its road clearance and half-opening rear doors (sedan). Once inside, the front seats and rear bench seat (60/40 fold-down) reward you for your exploits by offering a level of comfort which is sufficient at the front and average at the rear. As for the driver, it won't take him long to find a comfortable and safe driving position due to excellent rear and front visibility and adjustable steering wheel height. However, he will be bound to regret the lack of instruments. On the other hand, the Civic has made a giant leap forward with regard to heating and defrosting, even though the fan blower remains noisy. Driving Impressions It's a well-known fact that the target buyers of the Civic often drive with their caps on backward, and for just cause, since the road handling of this Honda remains its greatest asset. More stable and able to take shorter turns, the Civic hasn't lost its proverbial agility. The front tires grasp the pavement despite their narrow tread. The Civic's braking capacity doesn't lay itself open to criticism and resistance to overheating is excellent, a fact that shouldn't dampen your spirits. Under the hood, the 1.6 litre, four-cylinder engine (the only one available on the sedan and the lift gate version) leaves you feeling unsatisfied. Though it's true that the accelerator pedal travel gives you the impression that acceleration is faster than it is in actual fact, power recovery, especially at low RPM, can't rely on such a subterfuge. To thwart this momentary weakness, you'll need to be a shifting ace provided, of course, that your vehicle is equipped with a manual transmission. As for the VTEC engine, it remains as hard to operate in normal driving conditions. The truly outstanding Civic represents a sensible choice in its category. CD97DBI d 7 ÿ HONDA ACCORD Presentation The Accord is wearing two hats (LX and EX-R), just as it did last year. The four-door sedan is now available in four versions, rather than in three. In fact, the SE has now found a spot right after the LX base model and in between the EX and EX-R models. Its mag wheels and special emblems set it apart from the rest. The Accord family wagon bowed out when the Odyssey minivan made its entrance. The exterior still looks the same for 1997; after all, the fifth generation dates from only 1994. The Accords equipped with the optional V6 are distinguishable solely by their V6 designator at the back and on their chrome-rimmed grille screen. The front of the Accord V6 had to be made bigger to accommodate the new engine: it is now 7 cm longer between the windshield and the bumper, while the hood is one centimetre higher. Some of the body shades are playing musical chairs again this year. Interior Air conditioning is now standard on the LX, four-door sedan and coupe. As for the new SE, part of its standard equipment includes wood appliquΘ on the dashboard and floor console, ABS, rear disc brakes, a single-disc CD player, a retractable and opening glass sunroof, a leather-covered steering wheel and an automatic transmission. Leather is now standard on the luxury EX-R coupes and four-door sedans, as are electric adjustment controls for the driver's seat. Ivory is a new shade which is now available. The EX-R V6 is now available with leather and eight electric adjustment controls for the driver's seat (rather than the six of the EX-R). Seats are a bit narrow and the seat back is quite rigid but, all in all, they are quite adequate. Driving Impressions The LX and EX both come equipped with a 2.2 litre, four-cylinder, 130 hp standard engine. The EX-R also has the same standard engine, however its power has been increased to 145 hp thanks to the VTEC, which is an electronic throttling control system which varies intake valve opening. Last year, for an extra cost, the EX and EX-R could be equipped with a 2.7 litre, 24 valve (170 hp) V6 engine. This year, this added muscle is only available on the EX-R model. Similarly, the EX version equipped with ABS has been dropped. The VTEC engine accelerates from 0-100 KPH in 9.3 seconds, while the V6 manages to reach approximately the same performance. While the four achieves this factor with loud engine revving, the V6 does so relatively quietly. Now about 125 kg heavier, the Accord V6 is now not only more solid, but its sound-damping qualities are enhanced. Aside from the noise factor, the differences between the 2.2 litre and the 2.7 litre engines are quite minimal. An Accord will always be an Accord: reliable, durable and increasingly expensive... CD97DBI d 8 ÿ HONDA ACCORD Presentation The Accord is wearing two hats (LX and EX-R), just as it did last year. The four-door sedan is now available in four versions, rather than in three. In fact, the SE has now found a spot right after the LX base model and in between the EX and EX-R models. Its mag wheels and special emblems set it apart from the rest. The Accord family wagon bowed out when the Odyssey minivan made its entrance. The exterior still looks the same for 1997; after all, the fifth generation dates from only 1994. The Accords equipped with the optional V6 are distinguishable solely by their V6 designator at the back and on their chrome-rimmed grille screen. The front of the Accord V6 had to be made bigger to accommodate the new engine: it is now 7 cm longer between the windshield and the bumper, while the hood is one centimetre higher. Some of the body shades are playing musical chairs again this year. Interior Air conditioning is now standard on the LX, four-door sedan and coupe. As for the new SE, part of its standard equipment includes wood appliquΘ on the dashboard and floor console, ABS, rear disc brakes, a single-disc CD player, a retractable and opening glass sunroof, a leather-covered steering wheel and an automatic transmission. Leather is now standard on the luxury EX-R coupes and four-door sedans, as are electric adjustment controls for the driver's seat. Ivory is a new shade which is now available. The EX-R V6 is now available with leather and eight electric adjustment controls for the driver's seat (rather than the six of the EX-R). Seats are a bit narrow and the seat back is quite rigid but, all in all, they are quite adequate. Driving Impressions The LX and EX both come equipped with a 2.2 litre, four-cylinder, 130 hp standard engine. The EX-R also has the same standard engine, however its power has been increased to 145 hp thanks to the VTEC, which is an electronic throttling control system which varies intake valve opening. Last year, for an extra cost, the EX and EX-R could be equipped with a 2.7 litre, 24 valve (170 hp) V6 engine. This year, this added muscle is only available on the EX-R model. Similarly, the EX version equipped with ABS has been dropped. The VTEC engine accelerates from 0-100 KPH in 9.3 seconds, while the V6 manages to reach approximately the same performance. While the four achieves this factor with loud engine revving, the V6 does so relatively quietly. Now about 125 kg heavier, the Accord V6 is now not only more solid, but its sound-damping qualities are enhanced. Aside from the noise factor, the differences between the 2.2 litre and the 2.7 litre engines are quite minimal. An Accord will always be an Accord: reliable, durable and increasingly expensive... CD97DBI d 2 ÿ Honda CR-V Presentation Normally, Honda doles out information on its future models sparingly. But the arrival of the RAV4, the new utility vehicle from Toyota, has made tongues wag at Honda, lwhich is busy preparing for the introduction of the CR-V in January. It's a new sports utility vehicle which claims to combine the characteristics of the two existing utility vehicle categories, namely the small and the large. Interior This "in-between" philosophy is obvious as soon as you see the vehicle, since the CR-V's measurements place it (supporting figures) midway between the two categories we just mentioned. The doors reveal a spacious, well-lit and even clinical interior, which is very roomy at the front and rear (two headrests). The A/C system, however, quickly runs out of breath when you want to defrost and defog the side windows, a shortcoming often noticed on other Honda products. There's even a picnic table hidden under the carpet which covers the flat trunk floor. A very original idea, but Honda could still have installed a restraining net and a curtain to hide objects from prying eyes. Driving Impressions The CR-V is equipped with a light and sensitive steering which requires several course corrections due to its sensitivity to crosswinds. The vehicle's integral transmission consists of a hydraulic torque proportioning valve which, in other words, means that traction is adequate as long as the front wheels don't start spinning. Otherwise, part of the power is directed to the rear wheels in order to restabilize the vehicle. The 2.0 litre, four-cylinder engine powering this vehicle has a weight-power ratio which is almost identical to that of certain "heavyweights" in this category. Things start taking a bad turn when it comes to torque, which doesn't allow the CR-V to fight an even battle. As well, the absence of a transfer case allowing the selection of a lower gear, which is a must on rough terrain, limits off road use. The modified suspension absorbs the road's irregularities well, and the dual ABS braking system allows straight and reliable stops. An inoffensive utility vehicle, the CR-V finds itself in a position which reminds us of that of the Odyssey: too expensive for some, lacking in performance for others. Such is the danger when one serves two masters. CD97DBI d - ÿ Honda Del Sol Presentation As soon as it was introduced, the Del Sol reminded those of us who could remember them the Porsche 914 and Fiat X1/9, two cars which claimed to combine driving pleasure and the firmness of a conventional coupe, an idea which hasn't yet found commercial success. By bringing the concept back in 1992, Honda was surely telling itself that the characteristic of parallel lines is that they never meet; now, the Del Sol's fate resembles that which did away with the German and Italian cars. Interior You just can't slide in easily into a Del Sol, but the well-shaped bucket seats, however, quickly make you forget this effort. The complete and legible instruments will undoubtedly distract you from the lack of storage spaces and inadequacy of the A/C system, a shortcoming of Honda products. Add to that the poor rear visibility due to the wide moulding, and you'll have a pretty good idea of the feeling you get when you're aboard this small sportscar. Driving Impressions Driving the Del Sol, with or without a roof, presents a problem. Either the noise makes your ears buzz, or the draughts get to you. To compensate for the flex of the Del Sol chassis, Honda equipped the VTEC version with a firm suspension, trying to give it the driving precision which has eluded it from the start. Efficiency has been gained at the cost of very poor maneuvering on bumpy roads and a temperamental performance on rain-soaked surfaces. Sound worrisome? In any case, enough to curb the passion of someone who wants to see what those 160 hp can do. With a hollow performance at low RPM, this engine pours on the power at high revolutions, and that's the reason why it's so difficult to put its capacity to the test, which is just as well, since braking fades fast. Honda has already turned its back on the Del Sol and, according to rumour, is preparing a roadster based upon the SSM prototype introduced at the 1995 Tokyo auto show. CD97DBI d K ÿ Honda Odyssey Presentation It took 12 years before Honda decided to venture into the universe of minivans with its Odyssey! So naturally after only two years on the market, the manufacturer isn't about to tamper with the original lines and looks. The only news for 1997 is new body colors. The Odyssey has a length and width that are very similar to the Accord wagon's dimensions. Not surprising: the Odyssey is based on the same platform and shares the same mechanical features. This model features up to four swing-open doors, while the competition clearly favors sliding doors. An Odyssey measures a little over 164 cm high and beside it, GM's Astro (197 cm) looks like a 10-wheeler. On the other hand, the 283-cm wheelbase is longer than the Mazda MPV's (280.5 cm), but is almost 5 cm shorter than Dodge Caravan's. Lastly, when it comes to length, the Odyssey (475.5 cm) is very close to the Toyota Previa (476 cm). In short, Honda opted for enough volume to accommodate seven passengers, but chose a height and a ground clearance that makes the Odyssey more of an oversized wagon. Interior Only one new feature inside the Odyssey for 1997: the rear bench seat has a handle to make it easier to remove from the cargo area. Apart from that one new touch, Honda is back with the very inclined windshield that results in a very deep shelf area above the dashboard. The instrument panel is nice and could even be described as attractive if it wasn't cursed with its dull vinyl finish. There seem to be cup holders everywhere you look, along with two glove compartments, another compartment on the floor, a drawer positioned under the radio, grips of all sorts, two dome lights, dual airbags (in spite of a particularly small steering wheel hub), a center-mounted digital clock, power mirrors and windows, cruise control - there isn't much else the average consumer could want. Options include a sunroof and a CD player with room for six discs. The third bench can hold only two passengers because of the wheel well and the spare tire stored in a felt cover. Instead of sliding (Villager and Windstar) or folding to the side (Previa), the bench seat disappears into a cavity in the floor. Brilliant! Driving Impressions The Odyssey is powered by the Accord's 2.2L four-cylinder engine. Slightly modified, it has a 140-hp output thanks to multi-point injection, a single overhead cam and 16 valves. Potential buyers may dream of the Accord's optional 170-hp 2.7L V6, but they'll have to wait until the fall of 1998, when Honda will inaugurate a special assembly line added to the Alliston, Ontario plant specifically for manufacturing a new minivan featuring a V6. Inside the Odyssey, the gearshift lever, mounted on the steering column, tends to slip too quickly from one position into another. The four-speed transmission includes a computerized gadget that prevents gears from shifting too often when the vehicle is going up or down a hill. Four disc brakes are coupled with an ABS system which is standard on all six- and seven-passenger models. With a well-calibrated suspension (the Accord's, of course), Honda offers a minivan that drives and reacts like a sedan. Roll when cornering is kept under tight control thanks to an average center of gravity. Independent wheels provide a refined ride, in contrast to the feel prominent on this model's rivals, which all have rigid rears, including Chrysler's models. The turning radius is the best in this category. While the 2.2L isn't as quiet when it accelerates or negotiates hills, it's perfectly fine on straight-line stretches on the highway. Fuel economy is simply wonderful! Behind the wheel of this shrunken Accord, even minivan-haters feel at home. CD97DBI d B ÿ HONDA PRELUDE Presentation The small sports car market isn't what it once was. In Canada, it has decreased by 50% in recent years, going from 8,600 (8.1% of the market) to 4,000 units (less than 6%) sold annually. Honda, however, has no intention of abandoning its Prelude, which it introduced in 1979. Quite the opposite, as 1997 salutes the arrival of its 5th generation. The lines of this year's version aren't quite as distinctive as last year's (it looks like a Nissan 240SX), except for its huge headlights. They manage to make the front of the car stand out but, at the same time, one has to wonder how much replacing one of these glass giants is going to cost. Most dimensions, except for the car's width, have been increased by a few centimetres. The windshield is more slanted, while the hood is lower still. Two models are available: the base model is equipped with the same 2.2 litre VTEC that the SR-V had last year; the SH version (which stands for "Super Handling") is $4,000 more expensive and uses the same engine. However, it is equipped with the ATTS ("Active Torque Transfer System) device. As well, its special hubs and rear spoiler give it a touch of class. Interior The dashboard of the older model Prelude had attracted its share of criticism. Hopelessly complex and bastard are words which described it well. The new instrument panel is ergonomically simple and quite efficient. Also, the old cockpit had no mercy on rear passengers. The older model Prelude was purely a 2+2. The new model is a bit more roomy thanks to the 6 cm which have been taken off the wheelbase. Provided an adult rear passenger isn't taller than six feet, he'll have enough head room and the grooved front seats will leave him sufficient leg room. The trunk can also accommodate an extra 22 litres. The access sill, however, is still high. Both models are richly equipped, the sunroof panel and heated seats being icing on the cake, at no additional cost. Driving Impressions At Honda, the Prelude has always served as a testing ground for various technical innovations. Remember the VTEC engine, which is now standard on most Honda cars, and the four drive wheels which steered the Prelude for four years. This time around, the 1997 Prelude has yet more to offer: an ATTS device and a sequential automatic transmission. We all know the principle of the latter, having seen it on the Porsche (Tiptronic). Generally speaking, it's an automatic transmission which has the cute feature of converting to a simplified manual gearbox: you can change gears by tapping on the shift lever, a gadget not available on the SH. This should attract even more female buyers to the Prelude, which now number 42%. As for the ATTS, it transfers more torque to the outside wheel in a turn. The immediate result is better road grip and more speed when coming out of a turn. As for the rest, the Prelude has a great centre of gravity which helps us hedge hop safely. Efforts have been made with regard to sound damping, and they've paid off. The DACT 2.2 L, 195 hp (5 less with the automatic) engine loves high revolutions. Which is good, because we do too! The Prelude was sinking into indifference. Its replacement has undeniable qualities which are bound to charm amateurs at speeds which are, alas, illegal ... CD97DBI d ) ÿ AM General Hummer Presentation Two years ago, the Hummer's huge wheels trundled onto Canadian soil. This year it's back with the promise of never letting an obstacle get in its way. In short, with any version of the Hummer, your wildest dreams are a lot closer. Interior Forget the Land Rover's butter-soft leather or the shiny chrome on the Lexus LX450. The Hummer is lean and mean. Military finishing, a simple dashboard and comfortable front bucket seats. Depending on the version, the chance to drive with the wind in your hair or to share an air-conditioned interior, built to accommodate two to eight occupants. Driving Impressions As its physiognomy implies, the Hummer can venture almost anywhere your heart desires. It can glide along in a meter of snow or take on a sharp incline with no problem whatsoever. But not all the Hummer does is worthy of such lofty praise. Its turbo diesel engine doesn't get its job done. Its pitiful acceleration and passing power are genuine dangers from the active safety standpoint and consequently, they call for a good dose of anticipation before you decide to travel in the fast lane. The gasoline 5.7L V8 is better, but beware, it guzzles fuel like a tanker truck. In summary, you have the have the financial means and extravagant personality of an Arnold Schwarzeneger or an Andre Agassi to choose the civilian version of the Hummer. CD97DBI d ) ÿ AM General Hummer Presentation Two years ago, the Hummer's huge wheels trundled onto Canadian soil. This year it's back with the promise of never letting an obstacle get in its way. In short, with any version of the Hummer, your wildest dreams are a lot closer. Interior Forget the Land Rover's butter-soft leather or the shiny chrome on the Lexus LX450. The Hummer is lean and mean. Military finishing, a simple dashboard and comfortable front bucket seats. Depending on the version, the chance to drive with the wind in your hair or to share an air-conditioned interior, built to accommodate two to eight occupants. Driving Impressions As its physiognomy implies, the Hummer can venture almost anywhere your heart desires. It can glide along in a meter of snow or take on a sharp incline with no problem whatsoever. But not all the Hummer does is worthy of such lofty praise. Its turbo diesel engine doesn't get its job done. Its pitiful acceleration and passing power are genuine dangers from the active safety standpoint and consequently, they call for a good dose of anticipation before you decide to travel in the fast lane. The gasoline 5.7L V8 is better, but beware, it guzzles fuel like a tanker truck. In summary, you have the have the financial means and extravagant personality of an Arnold Schwarzeneger or an Andre Agassi to choose the civilian version of the Hummer. CD97DBI d ( ÿ AM General Hummer Presentation Two years ago, the Hummer's huge wheels trundled onto Canadian soil. This year it's back with the promise of never letting an obstacle get in its way. In short, with any version of the Hummer, your wildest dreams are a lot closer. Interior Forget the Land Rover's butter-soft leather or the shiny chrome on the Lexus LX450. The Hummer is lean and mean. Military finishing, a simple dashboard and comfortable front bucket seats. Depending on the version, the chance to drive with the wind in your hair or to share an air-conditioned interior, built to accommodate two to eight occupants. Driving Impressions As its physiognomy implies, the Hummer can venture almost anywhere your heart desires. It can glide along in a meter of snow or take on a sharp incline with no problem whatsoever. But not all the Hummer does is worthy of such lofty praise. Its turbo diesel engine doesn't get its job done. Its pitiful acceleration and passing power are genuine dangers from the active safety standpoint and consequently, they call for a good dose of anticipation before you decide to travel in the fast lane. The gasoline 5.7L V8 is better, but beware, it guzzles fuel like a tanker truck. In summary, you have the have the financial means and extravagant personality of an Arnold Schwarzeneger or an Andre Agassi to choose the civilian version of the Hummer. CD97DBI d ( ÿ AM General Hummer Presentation Two years ago, the Hummer's huge wheels trundled onto Canadian soil. This year it's back with the promise of never letting an obstacle get in its way. In short, with any version of the Hummer, your wildest dreams are a lot closer. Interior Forget the Land Rover's butter-soft leather or the shiny chrome on the Lexus LX450. The Hummer is lean and mean. Military finishing, a simple dashboard and comfortable front bucket seats. Depending on the version, the chance to drive with the wind in your hair or to share an air-conditioned interior, built to accommodate two to eight occupants. Driving Impressions As its physiognomy implies, the Hummer can venture almost anywhere your heart desires. It can glide along in a meter of snow or take on a sharp incline with no problem whatsoever. But not all the Hummer does is worthy of such lofty praise. Its turbo diesel engine doesn't get its job done. Its pitiful acceleration and passing power are genuine dangers from the active safety standpoint and consequently, they call for a good dose of anticipation before you decide to travel in the fast lane. The gasoline 5.7L V8 is better, but beware, it guzzles fuel like a tanker truck. In summary, you have the have the financial means and extravagant personality of an Arnold Schwarzeneger or an Andre Agassi to choose the civilian version of the Hummer. CD97DBI d ) ÿ AM General Hummer Presentation Two years ago, the Hummer's huge wheels trundled onto Canadian soil. This year it's back with the promise of never letting an obstacle get in its way. In short, with any version of the Hummer, your wildest dreams are a lot closer. Interior Forget the Land Rover's butter-soft leather or the shiny chrome on the Lexus LX450. The Hummer is lean and mean. Military finishing, a simple dashboard and comfortable front bucket seats. Depending on the version, the chance to drive with the wind in your hair or to share an air-conditioned interior, built to accommodate two to eight occupants. Driving Impressions As its physiognomy implies, the Hummer can venture almost anywhere your heart desires. It can glide along in a meter of snow or take on a sharp incline with no problem whatsoever. But not all the Hummer does is worthy of such lofty praise. Its turbo diesel engine doesn't get its job done. Its pitiful acceleration and passing power are genuine dangers from the active safety standpoint and consequently, they call for a good dose of anticipation before you decide to travel in the fast lane. The gasoline 5.7L V8 is better, but beware, it guzzles fuel like a tanker truck. In summary, you have the have the financial means and extravagant personality of an Arnold Schwarzeneger or an Andre Agassi to choose the civilian version of the Hummer. CD97DBI d # ÿ Hyundai Accent Presentation Hyundai's entry-level car, the Accent is best-known for its low price and sporty, fun-to-drive handling - it's one of the subcompacts with an independent rear suspension. The Accent replaced the aging Excel in 1995 and comes in hatchback and sedan body styles. A sporty GT hatchback with a more powerful twin cam, 16 valve 1.5 liter four cylinder engine, 14 inch tires and stiffer suspension was added early in 1996. Minor appearance updates are all that's new for 1997. Interior Though it doesn't look like it, the hatchback and sedan are virtually the same size and have the same wheelbase, so there isn't much difference in interior room. In fact, the hatchback has 1/3 more trunk space than the sedan (with the folding rear seats up) and a larger trunk opening. Cabin room is generous for a small car, and standard equipment includes a fold-down rear seat, rear defroster, centre console, and intermittent wipers. However, some important features, such as a radio, power steering and airbags, are not available on base models. Driving Impressions Even with its skinny, standard 155/80R-13 inch tires, the Accent is a cheeky performer, its independent suspension devouring tight corners and soaking up road undulations with amazing aplomb. Those tires do have their limits, though, and the optional 175/70R-13 tires on the GL are recommended. Spoiling the fun is a manual shifter with rather long throws, and a rather choppy ride. Note that ABS is available only with GL and GT trim. "The Accent is nimble, fun-to-drive, and economical - but watch that low base price; it doesn't include a lot of important features." CD97DBI d # ÿ Hyundai Accent Presentation Hyundai's entry-level car, the Accent is best-known for its low price and sporty, fun-to-drive handling - it's one of the subcompacts with an independent rear suspension. The Accent replaced the aging Excel in 1995 and comes in hatchback and sedan body styles. A sporty GT hatchback with a more powerful twin cam, 16 valve 1.5 liter four cylinder engine, 14 inch tires and stiffer suspension was added early in 1996. Minor appearance updates are all that's new for 1997. Interior Though it doesn't look like it, the hatchback and sedan are virtually the same size and have the same wheelbase, so there isn't much difference in interior room. In fact, the hatchback has 1/3 more trunk space than the sedan (with the folding rear seats up) and a larger trunk opening. Cabin room is generous for a small car, and standard equipment includes a fold-down rear seat, rear defroster, centre console, and intermittent wipers. However, some important features, such as a radio, power steering and airbags, are not available on base models. Driving Impressions Even with its skinny, standard 155/80R-13 inch tires, the Accent is a cheeky performer, its independent suspension devouring tight corners and soaking up road undulations with amazing aplomb. Those tires do have their limits, though, and the optional 175/70R-13 tires on the GL are recommended. Spoiling the fun is a manual shifter with rather long throws, and a rather choppy ride. Note that ABS is available only with GL and GT trim. "The Accent is nimble, fun-to-drive, and economical - but watch that low base price; it doesn't include a lot of important features." CD97DBI d # ÿ Hyundai Accent Presentation Hyundai's entry-level car, the Accent is best-known for its low price and sporty, fun-to-drive handling - it's one of the subcompacts with an independent rear suspension. The Accent replaced the aging Excel in 1995 and comes in hatchback and sedan body styles. A sporty GT hatchback with a more powerful twin cam, 16 valve 1.5 liter four cylinder engine, 14 inch tires and stiffer suspension was added early in 1996. Minor appearance updates are all that's new for 1997. Interior Though it doesn't look like it, the hatchback and sedan are virtually the same size and have the same wheelbase, so there isn't much difference in interior room. In fact, the hatchback has 1/3 more trunk space than the sedan (with the folding rear seats up) and a larger trunk opening. Cabin room is generous for a small car, and standard equipment includes a fold-down rear seat, rear defroster, centre console, and intermittent wipers. However, some important features, such as a radio, power steering and airbags, are not available on base models. Driving Impressions Even with its skinny, standard 155/80R-13 inch tires, the Accent is a cheeky performer, its independent suspension devouring tight corners and soaking up road undulations with amazing aplomb. Those tires do have their limits, though, and the optional 175/70R-13 tires on the GL are recommended. Spoiling the fun is a manual shifter with rather long throws, and a rather choppy ride. Note that ABS is available only with GL and GT trim. "The Accent is nimble, fun-to-drive, and economical - but watch that low base price; it doesn't include a lot of important features." CD97DBI d ! ÿ Hyundai Elantra Presentation The compact Elantra sedan, which slots between the Accent and Sonata, debuted in 1991 and was redesigned last year. A significant addition was a new station wagon model, one of the few wagons available in this class. The Elantra continues unchanged for 1997, its primary attributes being value-for-money, a roomy interior, and sporty handling. Interior The Elantra's curvy, contemporary, two-tone interior design is pleasing to the eye and well-executed - a contrast to past Hyundai interiors. Passengers have adequate headroom and legroom, and the front seats offer height adjustment and good lateral support though the seat fabric is unusually firm. Wagons have folding rear seats which form a flat loading surface; however, rear seats don't have head restraints. Dual airbags are optional on GL models. Driving Impressions A combination of balanced handling, good outward visibility, a peppy dual overhead cam engine, responsive steering, and a tight turning radius make the Elantra a pleasure to drive, although the manual shifter could be smoother. The 1.8 liter engine offers most of its torque below 2300 rpm, so it's very responsive around town. The engine growls during acceleration, but highway cruising is comfortably quiet. Four wheel disc brakes with ABS are available only on GLS models. "The Elantra is a compelling proposition - cheaper than comparable imports, fun-to-drive, and available in a very practical wagon body style." CD97DBI d ! ÿ Hyundai Elantra Presentation The compact Elantra sedan, which slots between the Accent and Sonata, debuted in 1991 and was redesigned last year. A significant addition was a new station wagon model, one of the few wagons available in this class. The Elantra continues unchanged for 1997, its primary attributes being value-for-money, a roomy interior, and sporty handling. Interior The Elantra's curvy, contemporary, two-tone interior design is pleasing to the eye and well-executed - a contrast to past Hyundai interiors. Passengers have adequate headroom and legroom, and the front seats offer height adjustment and good lateral support though the seat fabric is unusually firm. Wagons have folding rear seats which form a flat loading surface; however, rear seats don't have head restraints. Dual airbags are optional on GL models. Driving Impressions A combination of balanced handling, good outward visibility, a peppy dual overhead cam engine, responsive steering, and a tight turning radius make the Elantra a pleasure to drive, although the manual shifter could be smoother. The 1.8 liter engine offers most of its torque below 2300 rpm, so it's very responsive around town. The engine growls during acceleration, but highway cruising is comfortably quiet. Four wheel disc brakes with ABS are available only on GLS models. "The Elantra is a compelling proposition - cheaper than comparable imports, fun-to-drive, and available in a very practical wagon body style." CD97DBI d * ÿ Hyundai Sonata Presentation Since it was introduced in 1989 and redesigned in 1995, the Korean-built Sonata has always been a 'me-too' import sedan, nipping at the heels of competitors like the Honda Accord and Toyota Camry. Its bold new appearance, notably the prominent ellipsoid grille, sculpted hood and unusual reflector headlamps, reflects Hyundai's desire to give the Sonata a more distinctive personality. Mechanical underpinnings remain basically the same for 1997, but Hyundai has added liquid-filled engine and transmission mounts and more sound- deadening materials to reduce interior noise and vibration. Interior A reasonably long wheelbase and wide stance gives the mid-sized Sonata a roomy cabin for four or five passengers. The dashboard layout, which was reviewed in 1995, is simple, attractive and sensibly laid out, and outward visibility is excellent. Airbags are optional on the base model. Interior changes this year are minor, but useful: a horn button relocated from the steering wheel spokes to the center hub, a larger floor console storage bin, and revised controls and switches. Driving Impressions Like other Hyundais, the front-wheel-drive Sonata offers a fully independent suspension that provides surprisingly sporty handling. The V6 engine in the GLS has only five more horsepower than the base four cylinder engine, but has considerably more torque at lower engine speeds and is smoother and quieter. Hyundai's noise-reducing techniques have succeeded in reducing engine booming and vibrations somewhat. Both automatic transmission and ABS/disc brakes are available only on the V6 model. "The Sonata's new nose goes boldly where no Hyundai has gone before - otherwise it's still a roomy, nice-handling sedan with a good warranty and a competitive price." CD97DBI d % ÿ Hyundai Tiburon Presentation The Tiburon (which means 'shark' in Spanish) is an all-new 2+2 sporty coupe inspired by Hyundai's 1993 HCD1 and 1994 HCD2 concept cars. Though it's been reported that the Tiburon is a replacement for the subcompact Scoupe, the only thing these two cars have in common is their sporty nature. The aggressively-styled Tiburon, which is actually a hatchback, is based on the Elantra platform and is targeted at 'attention-loving' singles with an average age of 34. Interior The Tiburon seats four, and although rear legroom is acceptable, rear passengers will find their heads brushing against the glass hatchback - not to mention being fried by the sun through the glass. Front passengers are treated much better with supportive, well-bolstered front sport seats, and plenty of head and legroom. A monotonous all-black dashboard features oval-shaped instruments and oversize HVAC knobs. Unlike other Hyundais, dual airbags are standard. Driving Impressions Porsche helped Hyundai tune the Tiburon's Elantra-derived independent suspension (front MacPherson struts/rear multi-links) which helps explain why handling is one of the Tiburon's best features. Drive it hard, and there's minimal lean and just a hint of understeer. The ride is firm, but not jarring, and steering is responsive. The ten extra horsepower of the optional 2.0 liter engine doesn't make a significant difference in performance, but four wheel disc brakes with ABS (available only on the FX) and are worth having. "If you can stand the Tiburon's "fenders on steroids," this is a fun-to-drive hatchback/coupe with a competitive price." CD97DBI d 6 ÿ INFINITI I30 Presentation In mid 1995, the Infiniti 130 was introduced and this year no great effort has been made to refurbish its exterior appearance, which has remained similar to that of recent months. Wheelbase, height and width are the same as those of the Nissan Maxima, which isn't surprising since they both have the same chassis. Only the Infiniti's length lets us notice the slight difference in its favour. The grille closely resembles that of the top-of-the-line Q45. The roof and windows, however, belong to the Maxima, and the designers have sprinkled a bit of chrome as icing on the cake. The sporty 130t version begs to be recognized by showing off its BBS wheels, wider tires and an airfoil. Interior For 1997, designers hired by Nissan have enjoyed themselves by changing the colours of the interior trim. The Nissan name and de luxe logo are discreetly engraved in the front leather seats. The driver's seat is still electrically adjustable and finding the perfect position is difficult due to the location of the controls. Instruments and clocks are elegantly and soberly arranged, harmonizing with the soft shades of the interior. The leather seats, sunroof and radio/cassette player are all standard equipment. All in all, aside from the CD cartridge installed by the dealer at customer request, the I30 and I30t lack with options. Driving Impressions The I30 and I30t are both equipped with the same 3.0 litre, 24 valve, 190 hp V6 engine they share with the Maxima. It's sturdy enough to handle steering during sudden acceleration. Manual transmission? No, no, not available. At Infiniti, only the G20/G20t were common enough (we're using the past tense since this model hasn't been available since fall of '96) for the Infiniti line. The four-speed automatic transmission works smoothly. ABS disc brakes aren't aggressive enough. The suspension is independent at the front, yet rigid at the rear (i.e. several arms which, according to Nissan, promote camber). This rear geometry follows the rhythm as long as the car is rolling on smooth roads, but it has a tendency to perform poorly when the going gets bumpy; that's when your own rear "geometry" gets to meet the cushion stops. The I30t has the advantage of a firmer suspension. A viscous-coupling limited-slip differential is standard equipment. The I30 can be compared to the Maxima like the Lexus ES300 to the Camry. To look after your pride, just a few dollars more and you'll feel all better. CD97DBI d = ÿ Infiniti J30 Presentation As a bridge between the I30 and the Q45, Infiniti looks to the J30, a sedan that except for its strategic role in the lineup (where sales figures are dropping constantly), would have suffered the same fate reserved for the G20 this year: pure and simple withdrawal from the market. Infiniti must have considered such action since for a second consecutive year, the J30 and the J30t, the sportier version, are back with no exterior changes. And Infiniti is unapologetic. On the contrary, the Nissan division is proud of its 1992 introduction, a car that seems able to defy the test of time. But don't be so sure: the J30 rounded lines have been seem time and time again and overexposure is dangerous. And the timid spoiler and BBS wheels on the "t" version can't go far enough to save the cockpit, which suffers from a very average Cx of 0.35. Interior At first glance, the passenger compartment appears to be extremely carefully assembled. A number of curves create a cushy interior, although larger occupants may feel a bit cramped. The bucket seats are comfortable and provide just the right amount of support, but the door design makes access to rear seats rather difficult. Once you've climbed aboard without slicing a carotid artery or shattering your skull, you still have to cope with the limited amount of useable space in the rear of this vehicle. And if you have any suitcases to bring along, they should be soft-sided, to better to squash into one of the smallest trunks in this category. Despite a sunroof, leather upholstery, an antitheft system and wood inlays, some people still thank that the J30's interior could be more luxurious. For $49,000, owners want at least an onboard computer and seats with a programmable memory. Driving Impressions The 24-valve 3.0L V6 lacks energy - maybe because its 210 horses prefer trotting to galloping. This rear-wheel drive and its automatic transmission suffer the consequences of an overassisted steering system, as well as an independent rear suspension that cringes as its encounters road imperfections (the "t" fares better in this regard). Discs and an ABS system aren't topnotch. The J30t is special because of its four directional wheels: the Super Hicas system, used on the 300ZX Turbo, angles rear wheels when a microprocessor determines that more stability and adherence are need when negotiating curves or changing lanes. The technology does indeed provide more stability and consequently, it also builds the driver's confidence. A pseudo sports model, rounded to excess, the J30 may have made a successful debut five years ago, but right now its longevity seems to be very questionable. CD97DBI d 5 ÿ Infiniti Q45 Presentation Referring to the first generation of the Q45, Infiniti makes this curious confession: "It didn't have the features required to be perceived as a luxury vehicle." Whatever. Today Infiniti has revised its Q45 to make it appealing to a clientele that attaches as much importance to driving sensation as it does to the vehicle's affect on onlookers. In other words, let's give the body shiny chrome detailing and a look intended turn heads. And let's lower the price (our congratulations!) and eliminate all options (our congratulations once again!). Interior The Q45 has always embodied one of the nicest expressions of Japanese automotive expertise and the new generation is no exception to the general rule. Infiniti too great pains to make it warmer and more inviting. The result is hard to fault, except for the brake pedal, which prevents the driver's right foot from lying comfortably on the footrest and a CD player that's still housed in the trunk, which isn't deep enough. Another tear of regret at the fact that Infiniti failed to maintain the originality (interior and exterior styling), soul and fiery personality of the Q45, factor that made it so exciting and so loveable up their at the top of the Infiniti pyramid. Driving Impressions To help its customers save major bucks, the new Q45 is not only lighter (by almost 100 kg), it also has a less powerful 4.1L V8 (266 horses compared to the former 278 provided by the 4.5L), letting it escape the wrath of energy conservation taxes applicable in the United States and Ontario - in the latter case, a saving of close to $1,000. Despite its revisions, the 1997 Q45 still has the same weight-power ratio as the previous generation. Its mechanical system is still smooth and strong, and its suspension is comfortable without causing the slightest bit of roll when cornering. The Touring package includes more refined shock absorption, perfect for those who want to travel long distances at consistent speeds. Slightly imprecise at center, the steering system provides a little too much feedback on road defects. With its sloping grille and Infiniti badges, the Q45 strives to create an image and an identity of its own, the better to sway potential buyers when the crucial decision-making moment finally comes. CD97DBI d G ÿ Infiniti QX4 Presentation Nissan had no choice but to answer "Present!". There's no doubt about it, the compact utility market is still flourishing and there are no signs of an immediate slowdown. In other words, consumers are fighting over them. And unlike small minivans, the more expensive a utility vehicle is, the better its chances of being snapped up! So a short time after Lexus introduced its LX450 at $80,000, this fall the luxury Nissan division is launching its QX4, it very own utility vehicles for the well-off driver. Nissan would appreciate not hearing the QX4 referred to as a Pathfinder in circulation under an alias, even if you can't help noticing that its chassis and most of its mechanical features are borrowed from that very vehicle and none other. Still, the QX4 has different panels (even if they're not all that different), a nice interior and, most importantly, an unusual all-wheel drive system. It has a unitized body (like the Grand Cherokee and the Range Rover) and so it's less subject to flexing. The grille has been chiseled to create a powerful appearance, but the big built-in fog lights would be better looking if they had a mini-grille of their own. Despite the badges and the name, no chrome is visible anywhere (the three-spoke wheel covers are polished). Only one item on the option list: a sunroof. Regardless of the buyer's decision, the price is the same: $44,500. One last decision: the color. Interior "Wood" is the watchword on the dashboard, but it's so plastic, in this instant it takes a nanosecond to realize it's fake. On top of the bargain, the unfortunate material also tends to have a hard time withstanding rough treatment. Tall drivers have to cope with their right leg constantly hitting the floor-mounted console. Front- and rear-seat passengers have plenty of room at their disposal. The ideal driving position is easy to find thanks to a tilt steering wheel and an electrically adjustable driver's seat. But beware, controls (like those for the front-seat passenger's use) are positioned near the seatbelt anchoring point and so they're hard to reach. The rear seat folds down in a 60/40 configuration, but there's no space designed specifically for skis. Leather bucket seats are comfortable and provide good support, but thicker padding would be a welcome addition. Driving Impressions The QX4's all-wheel drive system is interesting. Dubbed the All-Mode 4WD System, on the dashboard it stars a dials that lets the driver choose among 2WD, Auto or Lock alternatives. In the Lock mode, torque is supplied in equal proportions to both axles. In the Auto mode, on dry roads, torque is allocated to the rear drive wheels. If the computer detects wheel slippage at the rear, in less than a tenth of a second it transfer part of the torque to the front axle, to a maximum of 50%, with no hopping involved. In tense situations, drivers can use a floor-mounted transfer box to switch into 4L. The QX4 is very easy to handling. On straight lines, the rack-and-pinion steering keeps the vehicle precisely on course, and on corners, it has an impressive ability to prevent roll. You can even make the 16-inch tires squeal without losing confidence in your foreseeable driving future. Despite a few errors easily attributable to its young age, the QX4 is consistent. With a system that liberates the driver from the worry of knowing when to switch from 2-wheel to all-wheel drive, peace of mind increases with use. CD97DBI d 7 ÿ Isuzu Rodeo Presentation General Motors puts it this way: "In 1998, Isuzu should introduce an all-new Rodeo." That's all it took to rev up the rumor mill: does GM plan to continue marketing this Japanese product in North America, or will the Isuzu corporation go it alone to unveil a new version of the Rodeo next year? In the meantime, the 1996 model is back this year absolutely unchanged - at least one thing is perfectly clear! If you want to identify a 97 Rodeo beyond the shadow of a doubt, you'll either have to disassemble the transfer box to see if the gear has gone from 2.28 to 2.05 or you'll have to look for stickers advertising the new antitheft system. Interior Isuzu got on its high horse last year to put the Rodeo back on the right track. Innovations included a completely redesigned dashboard, more modern-looking, with better ergonomics, and dual airbags were part of standard equipment. The whole interior was revitalized and the quality of plastic materials increased noticeably. No one complained. But Isuzu couldn't get everything done at once. So seats still feature very thin padding and rear-seat passengers are perfectly justified in complaining about the treatment handed out to their backsides. And a bit of extra legroom wouldn't hurt either. While we're at it: why can't the doors open a bit wider? On their behalf: thank you in advance. Driving Impressions Agility, performance and comfort. The Rodeo has all of three qualities, making it a prime choice. Its 3.2L V6 and 190-hp output give it the endurance of a marathon runner and the energy of a sprinter. The standard five-speed manual transmission is marvellously precise and smooth and the automatic is very bit as impressive. On the road, the steering system is precise and the turning radius is remarkably short for a vehicle as big as this one. Road stability is acceptable but like most specimen from this category, the Rodeo is sensitive to crosswinds. It tends to be a tad unpredictable and calls for close attention from the driver at all times. Lastly, like the Trooper, compared to the competition the Rodeo features fairly primitive all-wheel drive. The Rodeo is one of the last vestiges of a generation headed for extinction: the sport utility vehicle. It's safe to say that Isuzu will fall in step with the competition to offer a roomier and more elaborate Rodeo. CD97DBI d : ÿ Isuzu Trooper Presentation Isuzu's Trooper emerged from its 1992 revamping as a totally transformed vehicle; it finally grew up and set aside its rough and rude ways. Now the Trooper prefers travelling in the city and its all-wheel drive is just an excuse to keep it out of the luxury sedan class, filled with models that have nothing to make it the least bit envious. It's back for 1997 with four-wheel ABS brakes and a recentered steering column. The transfer box's insides were the subject of a in-depth autopsy to pinpoint the source of the "locomotive" noise (says General Motors) that was consistently loud and clear whenever the transmission shifted into fourth gear. In addition, the Limited version now has aluminum wheels sporting a trellis design. Interior Once you're inside, you'll be amazed at the strong resemblance between the Trooper and the famous Range Rover. Impeccable finishing, rigorous manufacturing standards, an understated and elegant dashboard - the Trooper is unquestionably the most British of all Japanese utility vehicles. The only jarring note in this cushy interior is the long nickel-wrapped transmission lever. The driving position is beyond reproach, and visibility is near perfect. On the negative side, passengers who want to use the rear bench seat have to suck in their stomachs as they want to climb aboard through the narrow doors. The trunk has an interesting amount of cargo space and as always, it is accessible through two unevenly wide doors, referred to as "western" or "Dutch" (the choice is yours). Driving Impressions The shiny chrome details on the Trooper has stopped blinding onlookers. This vehicle is certainly comfortable, quiet and magnificently equipped, but its qualities on the road aren't half as dazzling. When winds are strong, the Trooper loses its assurance, and if the allegations of a certain American association can be believed, it may even topple over should you be forced to manoeuvre to avoid hitting someone else. And that's not all: the steering system is imprecise at center and geared too far down. The all-wheel drive system hasn't got the refinement or efficiency of systems used by rival models. As for the SOHC 3.2L V6, the only engine available, its 190 horses show their strength only if you regularly lead them to water (gas). Like Saab's products, Isuzu's models live in the shadow of the Saturn, the main breadwinner for SSI dealers in most of North America, while also competing head-on with GM's utility vehicles. CD97DBI d . ÿ Jaguar XJ Presentation At last, the leaping cat has a good reason to leap higher. Global Jaguar sales are on the upswing. Canada contributed to this, as 945 of the beasts found buyers in 1995-an increase of 33%. The maker owes this success to the still-fresh XJ sedans, which are helping to alleviate the reputation for dubious reliability that tarnished the image of previous series. In spite of Ford's input, the new XJs have preserved the luxury and comfort for which the British firm is known. The XJR is the rebel of the group; despite its giant wheels and supercharged engine, it is still a Jaguar. Interior To get into an XJ is to walk into a Victorian salon: sumptuous decor, the aroma of good leather, the inviting thick pile wool carpeting. The interior layout of an XJ is both distinctive, comfortable, and warm. But the narrow cabin makes leg and headroom somewhat tight; the extended version is better, especially for backseat passengers. The dashboard is a disorganized jumble that makes it difficult to identify and operate the various controls. Lastly, minimal trunk space makes travelling light almost mandatory. Driving Impressions The steering is astonishingly precise, although the turning circle is wide enough to make city corners a challenge. The brakes hold their own after several sudden stops, especially the more powerful brakes on the XJR. The suspension controls body roll well. The 4.0 liter six-cylinder engine need not feel inferior to the greedy V12; it is energetic enough for this sedan, which weighs close to two tons. In fact, the powerplant is a perfect match for the four-speed automatic transmission, whose only fault is the J-shaped shifting grid. As for the XJR, its 322 horsepower is spurred on by a supercharger to really make it gallop. The posh machine also counts on road-hugging Pirelli P-Zero tires. Rumour has it that the XJ series will soon be replaced by a sedan with a number of Ford parts. Say it ain't so... CD97DBI d . ÿ Jaguar XJ Presentation At last, the leaping cat has a good reason to leap higher. Global Jaguar sales are on the upswing. Canada contributed to this, as 945 of the beasts found buyers in 1995-an increase of 33%. The maker owes this success to the still-fresh XJ sedans, which are helping to alleviate the reputation for dubious reliability that tarnished the image of previous series. In spite of Ford's input, the new XJs have preserved the luxury and comfort for which the British firm is known. The XJR is the rebel of the group; despite its giant wheels and supercharged engine, it is still a Jaguar. Interior To get into an XJ is to walk into a Victorian salon: sumptuous decor, the aroma of good leather, the inviting thick pile wool carpeting. The interior layout of an XJ is both distinctive, comfortable, and warm. But the narrow cabin makes leg and headroom somewhat tight; the extended version is better, especially for backseat passengers. The dashboard is a disorganized jumble that makes it difficult to identify and operate the various controls. Lastly, minimal trunk space makes travelling light almost mandatory. Driving Impressions The steering is astonishingly precise, although the turning circle is wide enough to make city corners a challenge. The brakes hold their own after several sudden stops, especially the more powerful brakes on the XJR. The suspension controls body roll well. The 4.0 liter six-cylinder engine need not feel inferior to the greedy V12; it is energetic enough for this sedan, which weighs close to two tons. In fact, the powerplant is a perfect match for the four-speed automatic transmission, whose only fault is the J-shaped shifting grid. As for the XJR, its 322 horsepower is spurred on by a supercharger to really make it gallop. The posh machine also counts on road-hugging Pirelli P-Zero tires. Rumour has it that the XJ series will soon be replaced by a sedan with a number of Ford parts. Say it ain't so... CD97DBI d - ÿ Jaguar XJ Presentation At last, the leaping cat has a good reason to leap higher. Global Jaguar sales are on the upswing. Canada contributed to this, as 945 of the beasts found buyers in 1995-an increase of 33%. The maker owes this success to the still-fresh XJ sedans, which are helping to alleviate the reputation for dubious reliability that tarnished the image of previous series. In spite of Ford's input, the new XJs have preserved the luxury and comfort for which the British firm is known. The XJR is the rebel of the group; despite its giant wheels and supercharged engine, it is still a Jaguar. Interior To get into an XJ is to walk into a Victorian salon: sumptuous decor, the aroma of good leather, the inviting thick pile wool carpeting. The interior layout of an XJ is both distinctive, comfortable, and warm. But the narrow cabin makes leg and headroom somewhat tight; the extended version is better, especially for backseat passengers. The dashboard is a disorganized jumble that makes it difficult to identify and operate the various controls. Lastly, minimal trunk space makes travelling light almost mandatory. Driving Impressions The steering is astonishingly precise, although the turning circle is wide enough to make city corners a challenge. The brakes hold their own after several sudden stops, especially the more powerful brakes on the XJR. The suspension controls body roll well. The 4.0 liter six-cylinder engine need not feel inferior to the greedy V12; it is energetic enough for this sedan, which weighs close to two tons. In fact, the powerplant is a perfect match for the four-speed automatic transmission, whose only fault is the J-shaped shifting grid. As for the XJR, its 322 horsepower is spurred on by a supercharger to really make it gallop. The posh machine also counts on road-hugging Pirelli P-Zero tires. Rumour has it that the XJ series will soon be replaced by a sedan with a number of Ford parts. Say it ain't so... CD97DBI d - ÿ Jaguar XJ Presentation At last, the leaping cat has a good reason to leap higher. Global Jaguar sales are on the upswing. Canada contributed to this, as 945 of the beasts found buyers in 1995-an increase of 33%. The maker owes this success to the still-fresh XJ sedans, which are helping to alleviate the reputation for dubious reliability that tarnished the image of previous series. In spite of Ford's input, the new XJs have preserved the luxury and comfort for which the British firm is known. The XJR is the rebel of the group; despite its giant wheels and supercharged engine, it is still a Jaguar. Interior To get into an XJ is to walk into a Victorian salon: sumptuous decor, the aroma of good leather, the inviting thick pile wool carpeting. The interior layout of an XJ is both distinctive, comfortable, and warm. But the narrow cabin makes leg and headroom somewhat tight; the extended version is better, especially for backseat passengers. The dashboard is a disorganized jumble that makes it difficult to identify and operate the various controls. Lastly, minimal trunk space makes travelling light almost mandatory. Driving Impressions The steering is astonishingly precise, although the turning circle is wide enough to make city corners a challenge. The brakes hold their own after several sudden stops, especially the more powerful brakes on the XJR. The suspension controls body roll well. The 4.0 liter six-cylinder engine need not feel inferior to the greedy V12; it is energetic enough for this sedan, which weighs close to two tons. In fact, the powerplant is a perfect match for the four-speed automatic transmission, whose only fault is the J-shaped shifting grid. As for the XJR, its 322 horsepower is spurred on by a supercharger to really make it gallop. The posh machine also counts on road-hugging Pirelli P-Zero tires. Rumour has it that the XJ series will soon be replaced by a sedan with a number of Ford parts. Say it ain't so... CD97DBI d > ÿ Jaguar XK8 Presentation When Jaguar's XK120 appeared in 1948 it was a sensation, as was the E-Type launched in 1961. The 1997 model year will see the launch of the XK8, spiritual torchbearer of this sports car tradition. Our prediction? You guessed it. A sensation. A small one, at least, in North America. This new Jaguar sports car in coupe and convertible form - the XJS it replaces was a grand tourer - will be launched into a resurgent sports car market in Europe, but a North American market which is at a very low ebb. The XK8's stylists have evoked the past in the car's oval, E-Type grille and its flowing curves, but the actual overall shape is a highly contemporary wedge. Jaguar engineers have broken with tradition, however, by powering the car with a high-tech V-8 engine, only the fourth all-new engine in the company's history. The XK8 is the first, all-new car built under Ford ownership, and arrives in Canada in the fall of 1996. Interior The XK8 interior is a two-plus-two configuration with minimal (although greater than the XJS) rear legroom. High-backed, Connoly leather front bucket seats are shaped to hold you in place without being intrusive. The seating position is fairly high, placing shoulders well above the beltline. A tapered console with HVAC controls, the stereo, and the gearshift separate the seats. Reflecting the oval theme of the grille is the walnut veneered dashboard, with classic white-on-black instruments. Jaguar's unusual but classy wood and leather steering wheel rounds out the sporty and luxurious ambiance of the interior. The convertible's power operated top stacks above the beltline, rather than being fully concealed. The trunk is shaped to hold two golf bags. There are even cupholders. Driving Impressions Car design has come a long way from the early 60s when the E-Type was introduced, and today's sports cars, including the XK8, not only handle, steer and stop vastly better, but do so while delivering a more than acceptably comfortable ride. There won't be any complaints about the XK8 in any of these areas. The ABS-equipped disc brakes are more than able to cope with the car's performance. Coupe versions are quiet inside, the convertible version acceptably so with the top up. Top down isn't uncomfortable at Canadian cruising speeds. With 290hp and 290 lb.ft. of torque available from the XK8's V-8 performance through the new five-speed automatic transmission (which you can shift yourself if you choose) is exhilarating. The "intelligent" transmission picks the right gear based on driver demand, and makes the most of the motor's wide torque range. The Jaguar XK8 manages to bring together the history and romance of past Jaguars in a thoroughly modern package that offers plenty of style, comfort, and luxury, and a well balanced and very high level of over-the-road performance. CD97DBI d > ÿ Jaguar XK8 Presentation When Jaguar's XK120 appeared in 1948 it was a sensation, as was the E-Type launched in 1961. The 1997 model year will see the launch of the XK8, spiritual torchbearer of this sports car tradition. Our prediction? You guessed it. A sensation. A small one, at least, in North America. This new Jaguar sports car in coupe and convertible form - the XJS it replaces was a grand tourer - will be launched into a resurgent sports car market in Europe, but a North American market which is at a very low ebb. The XK8's stylists have evoked the past in the car's oval, E-Type grille and its flowing curves, but the actual overall shape is a highly contemporary wedge. Jaguar engineers have broken with tradition, however, by powering the car with a high-tech V-8 engine, only the fourth all-new engine in the company's history. The XK8 is the first, all-new car built under Ford ownership, and arrives in Canada in the fall of 1996. Interior The XK8 interior is a two-plus-two configuration with minimal (although greater than the XJS) rear legroom. High-backed, Connoly leather front bucket seats are shaped to hold you in place without being intrusive. The seating position is fairly high, placing shoulders well above the beltline. A tapered console with HVAC controls, the stereo, and the gearshift separate the seats. Reflecting the oval theme of the grille is the walnut veneered dashboard, with classic white-on-black instruments. Jaguar's unusual but classy wood and leather steering wheel rounds out the sporty and luxurious ambiance of the interior. The convertible's power operated top stacks above the beltline, rather than being fully concealed. The trunk is shaped to hold two golf bags. There are even cupholders. Driving Impressions Car design has come a long way from the early 60s when the E-Type was introduced, and today's sports cars, including the XK8, not only handle, steer and stop vastly better, but do so while delivering a more than acceptably comfortable ride. There won't be any complaints about the XK8 in any of these areas. The ABS-equipped disc brakes are more than able to cope with the car's performance. Coupe versions are quiet inside, the convertible version acceptably so with the top up. Top down isn't uncomfortable at Canadian cruising speeds. With 290hp and 290 lb.ft. of torque available from the XK8's V-8 performance through the new five-speed automatic transmission (which you can shift yourself if you choose) is exhilarating. The "intelligent" transmission picks the right gear based on driver demand, and makes the most of the motor's wide torque range. The Jaguar XK8 manages to bring together the history and romance of past Jaguars in a thoroughly modern package that offers plenty of style, comfort, and luxury, and a well balanced and very high level of over-the-road performance. CD97DBI d , ÿ Jeep TJ Presentation Jeep lovers are probably thrilled to hear that the new Jeep is going back to its original round chrome-plated headlamps, and they may not expect much else in the way of changes to its appearance. Wrong! This new generation has almost nothing in common with its illustrious predecessor, which came on the scene 10 years ago. Most notable changes consist of a modernized suspension and a more functional interior. Interior Anyone who is familiar with the Jeep won't be suprised to see that almost all of the TJ's accessories are on the options list. And that list is long...so long that the $ 17 000 base price of the SE version can easily go up by $ 5 000 for the buyer who wants to dress up with the extras. The rear seat (optional) can seat two people for short rides, or can be folded down to increase the very limited cargo space. The front seats are comfortable enough, although the seat cushion doesn't provide very firm support, forcing you to drive almost on the edge of your seat. The soft top is designed for improved ease of folding, but still calls for some manual dexterity. Handling Before getting behind the wheel of the TJm you have to leave a few prejudices at the door and take the word of the designers, who claim to have made the Jeep more "civilized." The coil-link suspension provides a more stable and, especially, smoother ride on paved roads, but the still-narrow wheelbase makes the vehicle a bit jerky on ruts and bumps. The brakes are worrisome, they are not a model of efficiency, even with the ABS option. The 4.0 liter 6-cylinder inline engine has torque to spare and its purrs quietly on the highway unless you are using the ancient three-speed automatic transmission. This engine needs (and this is no trifling detail) the 70-litre fuel tank (another option) for any kind of respectable autonomy. A final word to fanatics : off-road, the TJ blows away the competition. The team in charge of revamping this legendary vehicle had a budget of $ 260 million. But you can't change a classic...you can only spruce it up a bit! CD97DBI d , ÿ Jeep Cherokee Presentation While the Grand Cherokee and the TJ are evolving very satisfactorily, the Cherokee seems to be stagnating. Unveiled in 1984, this sport utility is not only the most senior member of the Jeep family, but also the oldest of this part of the market where it was once an object of desire. Did Jeep give it a more classic front end for 1997 to remind us of its distant origins? Luckily the new dashboard, which now contains a passenger-side airbag, looks more modern. We will have to wait until the spring to see the new Cherokee, though. Interior Rear-seat passengers will be in a position to appreciate the renewed cabin, although they'll have some difficulty getting there. The doors are as narrow as ever, making entry a bit tough. Worse yet, headroom is quite limited once aboard. From the front one can admire the new dashboard, easier to read but still wanting from an ergonomic standpoint. The ideal driving position takes some time to find, and the seat surfaces could use a bit more contour. Driving Impressions Open the hood, take off the tires, if you want; you won't find anything new, mechanically, on the 1997 Cherokee. Essentially, it's a utility vehicle that is at home off the beaten paths. Even in the trenches, the Cherokee performs like a trooper. On paved roads, though, things are less enjoyable; this Jeep is having a hard time hiding its age. The imprecise steering makes it hard to stick to the desired course and the brakes (unlike the Grand Cherokee) are not the most efficient. For some reason, the company insists on sticking with the 2.5 liter four-cylinder engine, which is disappointing from several viewpoints (performance, fuel consumption, quiet operation). It's better to go with the six-cylinder inline version, even if it will fill the coffers of oil magnates. Essentially, the people who will go for a Cherokee are the ones who are turned off by the price of the Grand Cherokee. CD97DBI d + ÿ Jeep Cherokee Presentation While the Grand Cherokee and the TJ are evolving very satisfactorily, the Cherokee seems to be stagnating. Unveiled in 1984, this sport utility is not only the most senior member of the Jeep family, but also the oldest of this part of the market where it was once an object of desire. Did Jeep give it a more classic front end for 1997 to remind us of its distant origins? Luckily the new dashboard, which now contains a passenger-side airbag, looks more modern. We will have to wait until the spring to see the new Cherokee, though. Interior Rear-seat passengers will be in a position to appreciate the renewed cabin, although they'll have some difficulty getting there. The doors are as narrow as ever, making entry a bit tough. Worse yet, headroom is quite limited once aboard. From the front one can admire the new dashboard, easier to read but still wanting from an ergonomic standpoint. The ideal driving position takes some time to find, and the seat surfaces could use a bit more contour. Driving Impressions Open the hood, take off the tires, if you want; you won't find anything new, mechanically, on the 1997 Cherokee. Essentially, it's a utility vehicle that is at home off the beaten paths. Even in the trenches, the Cherokee performs like a trooper. On paved roads, though, things are less enjoyable; this Jeep is having a hard time hiding its age. The imprecise steering makes it hard to stick to the desired course and the brakes (unlike the Grand Cherokee) are not the most efficient. For some reason, the company insists on sticking with the 2.5 liter four-cylinder engine, which is disappointing from several viewpoints (performance, fuel consumption, quiet operation). It's better to go with the six-cylinder inline version, even if it will fill the coffers of oil magnates. Essentially, the people who will go for a Cherokee are the ones who are turned off by the price of the Grand Cherokee. CD97DBI d / ÿ Jeep Grand Cherokee Presentation Invincible, admirable, distinctive: these are three of the qualifiers used by Grand Cherokee owners to describe their vehicles. They are not much of an exaggeration, either. The Grand Cherokee does everything it can to lop the scalps off its rivals; after being reworked from bumper to bumper last year, it is being further refined for 1997. A cleaner V8 engine, an improved antilock brake system, and the reappearance of the luxurious Orvis livery are the most important changes to the new crop. Interior Forget the rudimentary cabins of the sport utility vehicles of yore: the interior of the Grand Cherokee makes it a real palace on wheels. Leather-covered seats, power front seats (programmable, 10 positions), radio controls on the steering wheel: the Grand Cherokee's designers have strived to make the driving experience as enjoyable as possible. The only flaws are the inexpensive appearance of some of the plastic materials and the occasionally slapdash application of some trims. While satisfactory, cabin room is not quite enough to make us forget that the rear seats have no headrests and are uncomfortable. Driving Impressions In deep-woods terrain, the Grand Cherokee fears nothing. Excellent motility, incredible ability to tackle rough ground, and torquey engines make this vehicle a formidable off-road performer. It does not behave quite the same on paved roads, of course, although it handles well, overall. For example, the steering lacks some precision and requires frequent adjustments, especially when the vehicle is buffeted by crosswinds. You need to push the V6 engine to top speed to feel its power, and you would be wise to think twice about the thirsty V8. The brakes, already praiseworthy, have been further toughened. The Grand Cherokee doesn't need much more to be the undisputed king of its category. With more refined engines and closer attention to interior finishing, this vehicle would wield its tomahawk and slay the competition once and for all. CD97DBI d ; ÿ Lada Niva Presentation This Russian utility still looks like a box with two doors and a hatch. The four-door version is still in the wings. Two packages are available: the base and the Cossack. From the outside, the latter has a distinctive look because of its 16-inch wheels (15-inch on the less expensive model), a baggage rack and running boards. Experts have high praise the unitized bodies of the Grand Cherokee and the Range Rover because they can withstand just about any kind of pressure without resorting to torsion; well the Niva has exactly the same kind of body. It may not be the most attractive of all off-road vehicles (especially when you look at it from behind), but its steel structure in imperturbable no matter what ill treatment comes its way. Interior Now we come to the Niva's weak point. Off-road performance may be impressive, but the finishing in the passenger compartment is very marginal. The sun visors threaten to tear after minimal use, the bucket seats look like chairs you take to a camping ground, and controls are make of an awful plastic material with pictographs that seem to be painted by a victim of Parkinson's disease. Forget ABS brakes and airbags. And all in all, the Cossack has just a bit more equipment, at least boasting a sunroof and a cassette player. Driving Impressions The 1.7L four-cylinder isn't as bad as some people claim: eight valves activated by an overhead cam, electronic ignition and injection, and an 80-hp output. Nothing to blush about considering that the base Tracker/Sunrunner/Sidekick models have an almost identical spec sheet. The only transmission available is a manual (five speeds) and a transfer box lets you get additional traction in ruts and on snowy roads (it blocks the central differential so that each wheel gets 25% of the total torque). The front suspension is independent. You're best advised to approach corners moderately given the small wheelbase and high center of gravity. But in the woods and on the farm, this all-wheel drive heap of metal can go anywhere you want it to. And since its cockpit is as ordinary as ordinary can possible be, who cares if you scratch it! This vehicle is a punk, a fighter. As the years go by, let's hopes buyers have acquired a few basic notions of mechanics, because while the body may be very sturdy, the (Fiat) engine) isn't as robust. As for seismic activity, it's off the Richter scale in this model, and peripheral noise and other external annoyances take some effort to ignore! The Niva isn't nice to look at, it isn't luxurious, it isn't very comfortable. But it has the guts and the potential to get you through anything and the body to withstand any scars that may result. CD97DBI d 9 ÿ Lada Samara Presentation The base model has a hatchback. One notch lower comes a coupe, boldly baptized the Sport. As far as sedans go, the choice is between a hatchback or a conventional trunk. The top of the lineup (which is never very high when you're referring to a Lada) is represented by the Sagona, a four-door sedan with a rear spoiler equipped with brake lights. The steel unitized body is made of steel. It would take a big bottle of pain killers should an Italian designer be assigned the take of giving this heap of metal the slightest esthetic appeal (yet rumor has it that someone from Fiat had a hand in designing the body!). Some panels are reasonably modern, but others belong in an automotive museum. Overall, though, this vehicle gives an impression of sturdiness. And under its rather awkward and naive guise, the Samara has the merit of being out of the ordinary. Interior You guessed it: there's nothing princely about the Samara. Front cloth-covered seats are acceptable, but the bench seat, designed for two, lacks padding and reasonable room. As well, occupants have to fight their way through the narrow doors to gain access to the interior. Instrumentation is relatively detailed, even if it's positioned in a rectangle that seems to cling to the dashboard by force of miracle. Switches look like they've been recycled from a flea market, but they work! There's even one to change the angle of headlights should the car rear up because of an overloaded trunk. And speaking of the trunk, it's fairly roomy, but has a high sill. Driving Impressions A bit of a surprise, you can choose from among three four-cylinders, all with eight valves: the first is a 1.3L with a carburettor and a 1.5L duo is also available, one with a carburettor, the other with electronic fuel injection. Power output totals 61, 67 or 70 horses. A five-speed manual transmission is the sole alternative. Disc/drum brakes (with no ABS, obviously) do an honest day's work. The carburettor engines (are there any others on the road?) are horrendously noisy during acceleration. The 1.5L injection, developed in part by GM (to earn brownie points for this model year?) is smoother. Cornering involves a fair amount of sway. But the noise finally dies down at top speed, somewhere around 145 kph. A good ground clearance makes the Samara, Sagona or not, more suited to rural use than urban living. You absolutely need a car, any car? The idea of spending one penny too much for metal and wheels makes you feel sick? You have the budget of a professional student? The Lada Samara is for you. CD97DBI d 9 ÿ Lada Samara Presentation The base model has a hatchback. One notch lower comes a coupe, boldly baptized the Sport. As far as sedans go, the choice is between a hatchback or a conventional trunk. The top of the lineup (which is never very high when you're referring to a Lada) is represented by the Sagona, a four-door sedan with a rear spoiler equipped with brake lights. The steel unitized body is made of steel. It would take a big bottle of pain killers should an Italian designer be assigned the take of giving this heap of metal the slightest esthetic appeal (yet rumor has it that someone from Fiat had a hand in designing the body!). Some panels are reasonably modern, but others belong in an automotive museum. Overall, though, this vehicle gives an impression of sturdiness. And under its rather awkward and naive guise, the Samara has the merit of being out of the ordinary. Interior You guessed it: there's nothing princely about the Samara. Front cloth-covered seats are acceptable, but the bench seat, designed for two, lacks padding and reasonable room. As well, occupants have to fight their way through the narrow doors to gain access to the interior. Instrumentation is relatively detailed, even if it's positioned in a rectangle that seems to cling to the dashboard by force of miracle. Switches look like they've been recycled from a flea market, but they work! There's even one to change the angle of headlights should the car rear up because of an overloaded trunk. And speaking of the trunk, it's fairly roomy, but has a high sill. Driving Impressions A bit of a surprise, you can choose from among three four-cylinders, all with eight valves: the first is a 1.3L with a carburettor and a 1.5L duo is also available, one with a carburettor, the other with electronic fuel injection. Power output totals 61, 67 or 70 horses. A five-speed manual transmission is the sole alternative. Disc/drum brakes (with no ABS, obviously) do an honest day's work. The carburettor engines (are there any others on the road?) are horrendously noisy during acceleration. The 1.5L injection, developed in part by GM (to earn brownie points for this model year?) is smoother. Cornering involves a fair amount of sway. But the noise finally dies down at top speed, somewhere around 145 kph. A good ground clearance makes the Samara, Sagona or not, more suited to rural use than urban living. You absolutely need a car, any car? The idea of spending one penny too much for metal and wheels makes you feel sick? You have the budget of a professional student? The Lada Samara is for you. CD97DBI d 9 ÿ Lada Samara Presentation The base model has a hatchback. One notch lower comes a coupe, boldly baptized the Sport. As far as sedans go, the choice is between a hatchback or a conventional trunk. The top of the lineup (which is never very high when you're referring to a Lada) is represented by the Sagona, a four-door sedan with a rear spoiler equipped with brake lights. The steel unitized body is made of steel. It would take a big bottle of pain killers should an Italian designer be assigned the take of giving this heap of metal the slightest esthetic appeal (yet rumor has it that someone from Fiat had a hand in designing the body!). Some panels are reasonably modern, but others belong in an automotive museum. Overall, though, this vehicle gives an impression of sturdiness. And under its rather awkward and naive guise, the Samara has the merit of being out of the ordinary. Interior You guessed it: there's nothing princely about the Samara. Front cloth-covered seats are acceptable, but the bench seat, designed for two, lacks padding and reasonable room. As well, occupants have to fight their way through the narrow doors to gain access to the interior. Instrumentation is relatively detailed, even if it's positioned in a rectangle that seems to cling to the dashboard by force of miracle. Switches look like they've been recycled from a flea market, but they work! There's even one to change the angle of headlights should the car rear up because of an overloaded trunk. And speaking of the trunk, it's fairly roomy, but has a high sill. Driving Impressions A bit of a surprise, you can choose from among three four-cylinders, all with eight valves: the first is a 1.3L with a carburettor and a 1.5L duo is also available, one with a carburettor, the other with electronic fuel injection. Power output totals 61, 67 or 70 horses. A five-speed manual transmission is the sole alternative. Disc/drum brakes (with no ABS, obviously) do an honest day's work. The carburettor engines (are there any others on the road?) are horrendously noisy during acceleration. The 1.5L injection, developed in part by GM (to earn brownie points for this model year?) is smoother. Cornering involves a fair amount of sway. But the noise finally dies down at top speed, somewhere around 145 kph. A good ground clearance makes the Samara, Sagona or not, more suited to rural use than urban living. You absolutely need a car, any car? The idea of spending one penny too much for metal and wheels makes you feel sick? You have the budget of a professional student? The Lada Samara is for you. CD97DBI d 0 ÿ Lamborghini Diablo Presentation Lamborghini promises a lot but doesn't deliver everything. Granted, it has been through several hands (not always the most skilled, either) in the past 20 years. Two years after straightening out its financial situation, the new Burmese owners swing into action. Two new models being studied will be produced-apparently, an all-terrain vehicle and an "economy" Lambo-sometime in 1998. Meanwhile, the company has introduced the unexpected: the Diablo Roadster. Interior Three times in its past (1965, 1968, and 1980), Lamborghini used convertible prototypes to take the pulse of public opinion. Although they were well received, none has made it to the production stage except for the Diablo Roadster, which was launched in 1991. Since then, the original design has been touched up several times with such features as a fold-away roof panel that fits on the redesigned engine hood (because it won't fit in the 140-liter trunk). The panel is easy enough to remove, but best done by two people because of its unwieldy size. Apart from a better radio, the Roadster's interior is identical to that of a classic Diablo. The driving position is satisfactory, despite the fact that the steering wheel column and gas pedal are not aligned. Some controls look like they were mass-produced, while other details reveal a more careful, hand-crafted approach. Driving Impressions You've got to be an aggressive driver to fully appreciate the Diablo Roadster. The angry growl of the V12 makes itself felt in your gut, and accelerations and standing starts will definitely paste you to the back of your seat. This unleashed power is interrupted only by the shifting of gears, which calls for a hand of steel and an equally energetic calf for the brake pedal. This means traffic jams and short drives on busy streets are to be avoided, especially since visibility is almost nil. Both the steering and the suspension very clearly convey even the slightest road surface flaws. Speaking of which, the Diablo now has a hydraulic control that enables the owner to increase ground clearance by 45 mm. To appreciate the Diablo, you really need the means and the desire to dominate it. Otherwise, where's the pleasure? CD97DBI d 0 ÿ Lamborghini Diablo Presentation Lamborghini promises a lot but doesn't deliver everything. Granted, it has been through several hands (not always the most skilled, either) in the past 20 years. Two years after straightening out its financial situation, the new Burmese owners swing into action. Two new models being studied will be produced-apparently, an all-terrain vehicle and an "economy" Lambo-sometime in 1998. Meanwhile, the company has introduced the unexpected: the Diablo Roadster. Interior Three times in its past (1965, 1968, and 1980), Lamborghini used convertible prototypes to take the pulse of public opinion. Although they were well received, none has made it to the production stage except for the Diablo Roadster, which was launched in 1991. Since then, the original design has been touched up several times with such features as a fold-away roof panel that fits on the redesigned engine hood (because it won't fit in the 140-liter trunk). The panel is easy enough to remove, but best done by two people because of its unwieldy size. Apart from a better radio, the Roadster's interior is identical to that of a classic Diablo. The driving position is satisfactory, despite the fact that the steering wheel column and gas pedal are not aligned. Some controls look like they were mass-produced, while other details reveal a more careful, hand-crafted approach. Driving Impressions You've got to be an aggressive driver to fully appreciate the Diablo Roadster. The angry growl of the V12 makes itself felt in your gut, and accelerations and standing starts will definitely paste you to the back of your seat. This unleashed power is interrupted only by the shifting of gears, which calls for a hand of steel and an equally energetic calf for the brake pedal. This means traffic jams and short drives on busy streets are to be avoided, especially since visibility is almost nil. Both the steering and the suspension very clearly convey even the slightest road surface flaws. Speaking of which, the Diablo now has a hydraulic control that enables the owner to increase ground clearance by 45 mm. To appreciate the Diablo, you really need the means and the desire to dominate it. Otherwise, where's the pleasure? CD97DBI d 0 ÿ Lamborghini Diablo Presentation Lamborghini promises a lot but doesn't deliver everything. Granted, it has been through several hands (not always the most skilled, either) in the past 20 years. Two years after straightening out its financial situation, the new Burmese owners swing into action. Two new models being studied will be produced-apparently, an all-terrain vehicle and an "economy" Lambo-sometime in 1998. Meanwhile, the company has introduced the unexpected: the Diablo Roadster. Interior Three times in its past (1965, 1968, and 1980), Lamborghini used convertible prototypes to take the pulse of public opinion. Although they were well received, none has made it to the production stage except for the Diablo Roadster, which was launched in 1991. Since then, the original design has been touched up several times with such features as a fold-away roof panel that fits on the redesigned engine hood (because it won't fit in the 140-liter trunk). The panel is easy enough to remove, but best done by two people because of its unwieldy size. Apart from a better radio, the Roadster's interior is identical to that of a classic Diablo. The driving position is satisfactory, despite the fact that the steering wheel column and gas pedal are not aligned. Some controls look like they were mass-produced, while other details reveal a more careful, hand-crafted approach. Driving Impressions You've got to be an aggressive driver to fully appreciate the Diablo Roadster. The angry growl of the V12 makes itself felt in your gut, and accelerations and standing starts will definitely paste you to the back of your seat. This unleashed power is interrupted only by the shifting of gears, which calls for a hand of steel and an equally energetic calf for the brake pedal. This means traffic jams and short drives on busy streets are to be avoided, especially since visibility is almost nil. Both the steering and the suspension very clearly convey even the slightest road surface flaws. Speaking of which, the Diablo now has a hydraulic control that enables the owner to increase ground clearance by 45 mm. To appreciate the Diablo, you really need the means and the desire to dominate it. Otherwise, where's the pleasure? CD97DBI d D ÿ LAND ROVER DISCOVERY Presentation Back in 1994, the venerable British society sent us the Discovery, a permanent all-wheel drive light truck introduced in Europe in the latter part of 1989. It looks like a moon vehicle. Everything's o.k. from the rocker panel to the windows. Seen from this angle, it could even be mistaken for a Ford Explorer or a Grand Cherokee Jeep, sporting a certain level of military arrogance. But out of the three, the Discovery has the shortest wheelbase; it is also longer than the Chrysler product, but shorter than the four-door Ford; this said, it is mostly much higher (that strange roof!) and heavier (almost two tons). If the two optional glass roof panels are included, the Discovery has no less than 12 windows! The front, as low as a valley, is topped with a roof rack with protruding railing. Aluminum panels (only the roof is made of steel) are ribbed. The bumpers, which are solid molded black plastic like the grille, have a look of strength, while harmonizing nicely with the compact lines of the all terrain vehicle. Interior Seat upholstery can be replaced with Connolly leather (perforated where it counts in order to prevent sweating). The rear seat has been raised to give passengers a chance to get a good view of the road and engage in conversations with front-seat occupants. The roof had to be raised in order to achieve this. Standard equipment includes power windows, electric and heated mirrors, a tilting steering column, a cruise control and two airbags. Optional equipment features two electric roof panels and the CD player, whose magazine (with a capacity of six discs) is located under the driver's seat. The console between both front seats includes a storage space at its extremity and the front passengers can use the fold-down cover as a table. A double cup holder is located on the dashboard for the driver's and the passenger's convenience. Despite the simple appearance of the A/C (three large wheels), the driver and passenger both enjoy separate temperature controls. Driving Impressions The Discovery is powered by the same engine as the Defender 90, an incredible jeep that Land Rover, unfortunately, doesn't export here any more. The 3.9 litre V8 has an aluminum alloy block. Equipped with multipoint fuel injection, it develops 182 hp. There's only one hitch: it's a gas guzzler! The optional ZF four-speed automatic transmission can replace the standard five-speed manual transmission. Braking: four disc brakes and an ABS system. As for the 4X4 device, a transfer case coupled with a locking central differential can engage all-wheel drive at slow or high speeds. Very long bounce distance springs and roll bars at both ends give necessary suppleness to the suspension which, otherwise, tends to rigidity. Visibility is excellent due to the very high seat. The driver's seat is very wide, comfortable and firm; you get so accustomed to the position that you could read your paper or watch t.v. while sitting on it. The Discovery's neutrality is disconcerting since Land Rover has managed to keep the centre of gravity low despite the total height of the vehicle. As you drive along for a few kilometres, you notice that you take corners faster and faster. The suspension absorbs road imperfections flawlessly. The V8 is a bit noisy, its acceleration is adequate and the transmission shifts from one gear to another without a hitch. It's amazing how gracefully this heavyweight can move. You could scale the Great Wall of China without even noticing. CD97DBI d ? ÿ RANGE ROVER from LAND ROVER Presentation Land Rover has made us wait for 25 years before truly modifying its most popular vehicle, the Range Rover. In January of 1995, it introduced the Range Rover 4.0 SE. Last year, it added the Rover 4.6 HSE, a sportier version with 18-inch and low profile tires that is available only in red or black. As for the new Range, it is wider, longer and roomier. Its dimensions are comparable to that of the former County LWB (long wheel base). For comparison's sake, let's say that the wheelbase is completely identical to that of a Plymouth Breeze sedan. However, the all terrain weighs almost 1000 kg more! The lower roof, the slanted windshield, and the groove which runs along the sides to streamline its lines contribute to a Cd of 0.18, a stunning coefficient when you consider the massive appearance of this vehicle. The steel side rail, ladder-shaped chassis, still supports a unitized, semi-aluminum (fenders, doors and lift gate panel), semi-steel body, brazed to the platform with insulating rubber tips. You can't miss the supple heaviness and brute force of this sturdy, yet performing vehicle. Interior A whole galaxy of buttons are right at your fingertips! To make things even more exciting, several are covered with obscure symbols. The Range Rover is one of those rare vehicles for which you absolutely have to refer to the owner's manual (itself a veritable tome). Even the smallest buttons for the radio are rugged. The front seats, power adjustable in every conceivable direction, offer good orthopedic support for the back, kidneys and nape without cushioning them in overly padded upholstery. The seat is firmer still, but has a wider base; you can fold the seat back into two 60/40 sections but first you'll have to empty a large baggage compartment. Driving Impressions The Range Rover has been powered by a V8 engine since its introduction in 1970. The Range 4.0 SE has 90 hp. Those who are looking for more power and who can afford the extra $10,000 go for the 4.6 litre, 225 hp V8 of the 4.6 HSE version. Compared to the 4.0 litre, the 4.6 litre can reach 0-100 km in two seconds less (8.5 sec rather than 10.5 sec). Front and rear axles are rigid just like on the Grand Cherokee Jeep. The Range owes its suppleness to its super-powerful front and rear air springs and automatic level control at the four corners. Precision braking is achieved with the use of disc brakes and an ABS system. Traction control also affects the rear wheels. However, the most fascinating feature remains the electrically adjustable road clearance. General handling: very quiet drive, slightly aggressive driving that adjusts heading maintenance to road conditions, and unpredictable cornering because the Range induces never-before-felt sensations. Finally, steering sensitivity compensates for the horrible turning radius, and the outstanding torque manages to neatly break through the mass of inertia, even making stunning acceleration possible. You feel invincible at the wheel of a Range Rover. However, it may not please those who like the trampoline effect of its competitors. But as for challenging Mount Everest... CD97DBI d ? ÿ RANGE ROVER from LAND ROVER Presentation Land Rover has made us wait for 25 years before truly modifying its most popular vehicle, the Range Rover. In January of 1995, it introduced the Range Rover 4.0 SE. Last year, it added the Rover 4.6 HSE, a sportier version with 18-inch and low profile tires that is available only in red or black. As for the new Range, it is wider, longer and roomier. Its dimensions are comparable to that of the former County LWB (long wheel base). For comparison's sake, let's say that the wheelbase is completely identical to that of a Plymouth Breeze sedan. However, the all terrain weighs almost 1000 kg more! The lower roof, the slanted windshield, and the groove which runs along the sides to streamline its lines contribute to a Cd of 0.18, a stunning coefficient when you consider the massive appearance of this vehicle. The steel side rail, ladder-shaped chassis, still supports a unitized, semi-aluminum (fenders, doors and lift gate panel), semi-steel body, brazed to the platform with insulating rubber tips. You can't miss the supple heaviness and brute force of this sturdy, yet performing vehicle. Interior A whole galaxy of buttons are right at your fingertips! To make things even more exciting, several are covered with obscure symbols. The Range Rover is one of those rare vehicles for which you absolutely have to refer to the owner's manual (itself a veritable tome). Even the smallest buttons for the radio are rugged. The front seats, power adjustable in every conceivable direction, offer good orthopedic support for the back, kidneys and nape without cushioning them in overly padded upholstery. The seat is firmer still, but has a wider base; you can fold the seat back into two 60/40 sections but first you'll have to empty a large baggage compartment. Driving Impressions The Range Rover has been powered by a V8 engine since its introduction in 1970. The Range 4.0 SE has 90 hp. Those who are looking for more power and who can afford the extra $10,000 go for the 4.6 litre, 225 hp V8 of the 4.6 HSE version. Compared to the 4.0 litre, the 4.6 litre can reach 0-100 km in two seconds less (8.5 sec rather than 10.5 sec). Front and rear axles are rigid just like on the Grand Cherokee Jeep. The Range owes its suppleness to its super-powerful front and rear air springs and automatic level control at the four corners. Precision braking is achieved with the use of disc brakes and an ABS system. Traction control also affects the rear wheels. However, the most fascinating feature remains the electrically adjustable road clearance. General handling: very quiet drive, slightly aggressive driving that adjusts heading maintenance to road conditions, and unpredictable cornering because the Range induces never-before-felt sensations. Finally, steering sensitivity compensates for the horrible turning radius, and the outstanding torque manages to neatly break through the mass of inertia, even making stunning acceleration possible. You feel invincible at the wheel of a Range Rover. However, it may not please those who like the trampoline effect of its competitors. But as for challenging Mount Everest... CD97DBI d O ÿ Lexus ES300 Presentation The Lexus corporation, Toyota's luxury division, promises that the next few years will herald the arrival of several innovations. But for 1997, only the ES300, the least expensive Lexus, has had the honor of a (virtually) in-depth revision and correction. On the outside, changes are timid. You need the eye of an eagle to notice that headlights and taillights have a new shape (and are stronger than before). You also need a tape measure to appreciate the 6 cm that the model now has in extra length (with a 5.1-cm wheelbase). Elsewhere the ES300 is unchanged, in other words it's still very pretty and elegant in its lustrous paint, which often comes in two tones (at no additional cost). The main innovation is mechanical, namely the optional AVS (Adaptive Variable Suspension) suspension. The ES300 is the first and only Lexus (for the time being) to offer drivers the ability to calibrate shock absorption to suit their particular tastes. Nothing very new, you may say, but Lexus has refined the system for a total of 16 adjustments. More precisely, using a rotary switch positioned on the center console, the driver chooses one of four main levels, each of which incorporates a scale that varies shock absorption to match road conditions - a process that takes a total of 2.5 milliseconds! Interior With a few extra centimetres in length, the passenger compartment is roomier, of course. Rear-seat passengers are the first to notice the difference. But if they happen to be very tall, they'll also notice that the roof dips very low around the door areas. Sporting a storage compartment with cell phone cabling, the center console is big, just as it should be on a luxury model. But at the same time, this kind of design means that you're constantly knocking your right leg against it. All ES models sold in Canada have heated front seats. The upholstery available in the U.S. in not sold on the Canadian market. The only choice in Canada is leather, and high quality leather at that! Unfortunately, the driver's seat still provides very little lateral support. The fit featured on the Mercedes C280, a direct competitor, is superior. A dual programmable memory, an optional sunroof, cup holders for rear-seat passengers and an optional CD player, housed in the glove compartment, are among the many accessories that make the ES300 a contented Lexus. Driving Impressions No one is persuasive enough to lead buyers to believe that a Lexus is designed to hike adrenaline rates. The lineup is an ode to technical expertise and over the years, luxury features have become the quintessential Lexus signature. But you don't rush head on into corners with the Lexus, you approach them politely. Drivers rarely mash pedals into the floor, whether it's to accelerate or to brake; the Lexus experience won't bring you even close to heart-attack range and the ES300 is no exception to the rule. The 200-hp 3.0L V6 has just enough extra power (12 horses) to differentiate it ever so slightly from the unit used to power the Camry (194 horses), the basis for the ES300 (although the people at Lexus hate any reference to the relationship). The ES's power train is cooperative as long as the driver is reasonable. When pushed to its limit, it gets noisy and to make things even worse the automatic transmission balks as soon as you try to shift gears quickly. The model's standard Michelin tires are decent. Braking isn't as good and stopping power is hard to gauge; the best advice is to press down firmly on the pedal unless you want to get an up-close and personal view of the obstacle in your path. The semi-active AVS suspension is truly functional only when adjusted to reach its extremes; you need an ultra-sensitive backside to detect the difference between the other selection options. Even if this is a dressed-up Camry, the ES300 attracts buyers because it's a Lexus - the proof that intelligent marketing can indeed work miracles. CD97DBI d 9 ÿ LEXUS GS300 Presentation While the Lexus LS400 and SC400 have been slightly modified for 1997, the same can't be said for the GS300 coupe: nothing's been changed. Nothing modified, nothing added, nothing outside or inside. Why this lack of interest in jazzing up a car which already attracts so little interest? Because Lexus is currently preparing a successor for this rear-wheel drive sedan. Maybe even two, just like the SC300 (six in-line cylinders rather than the V8) preceded the SC400 coupe in the States. In short, while the manufacturer is going to great lengths to spruce up the GS300 seat back, the consumer must live with the current vehicle. This shouldn't disorient him too much since the GS300 hasn't changed since it was created on Giugiaro's drawing board back in 1993. The bodywork, rounded at the back and bulging at the front, isn't bad to look at, but its colour determines whether it stands out or not. Interior The GS300 is sandwiched between the low-end ES300 and the luxury LS400. Its seats are more ergonomic than those of the other two models, more attractive than those of the ES and friendlier than those of the LS. The Lexus signature is crystal-clearagainst the abundance of rich leather and walnut. The dashboard is flawless and very well lit, with buttons you just love to tinker with. The steering wheel returns to its memorized position as soon as the ignition is turned on. The ignition key is equipped with an infrared remote control which controls locking and the anti-theft system. Sound-damping is very effective, so much so that the silence soon becomes deafening. If you want to make things a bit livelier, there's always the Nakamichi sound system's seven loudspeakers whose clear sound delights the listener (unfortunately, the CD magazine is tucked away in the rear trunk). Driving Impressions The GS300 has a six in-line cylinder, 3.0 litre, 220 hp engine and a four-speed automatic transmission. This tandem does honest work. In fact, true to the Lexus tradition, the GS300 pulls off its mission beautifully: it acts as a buffer against road shocks, bathing the occupant in comfort, but not exciting. True, steady performance, with acceleration that is acceptable, but definitely not electrifying. You sit yourself comfortably, take a deep breath, drive and, there you have it! This car doesn't urge the driver to speed, besides which the soft suspension couldn't handle it. The wide "C"-frame reduces rear visibility. The trunk is not very big and, in spite of this, the rear seat back won't fold down. Meanwhile, until it introduces the replacement for the GS300, Lexus is satisfied with just goin' fishing in 1997. But what strange fish is going to take the $71,000 base price bait? CD97DBI d G ÿ Lexus LS400 Presentation On the outside, the LS400 is unchanged for 1997. Not even the smallest detail! So it still looks exactly like an Asian Mercedes-Benz. But while the German manufacturer set out to round its lines, to set aside its usual conservative touch for just a little while, the big Lexus is still very classic by nature. Massive and rectangular - the two ideal words to describe it, look no further. Sorry, we almost forgot to mention the new optional chrome wheels, so highly polished and shiny that when the car is moving, they look like mercury undergoing fusion. For the sporty SC, the effect is appropriate. But for a high-brow sedan like the LS?!? Lastly, since many Lexus products often sport bright gold lettering and badges, why not go for blinding chrome detailing? Interior There's plenty of room for legs in the rear and front of this vehicle. On the other hand, Lexus had to opt for a low roof line to create cockpits with more design inspiration and most heads end up scraping along the top, for better or for worse from the hairstyling standpoint. A huge trunk equipped with a tool box, a CD player in the glove compartment, sensual leather upholstery, accessories with easy-to-read and well-positioned controls. The only innovation for 1997 is side airbags as part of standard equipment. Like Volvo, Lexus tucks them away in the sides of the model's front seats (and not in the doors, as Mercedes-Benz and BMW do). Then again, keep in mind that this car sells for $80,000. In exchange of stack of money, the LS400 doesn't have all the nice little gadgets you'd expect it to have. For example, where's the on-board computer? The heated rear seat? The see-through blind? The tripe or even quadruple programmable memory? The sideview mirrors that fall into position when the vehicle backs up? The list of absent features is long. And Lexus executives are aware of the fact and are planning to rectify the situation sometime soon. Bravo - as long as the price, already hefty, doesn't climb into the nosebleed range. Driving Impressions To make sure that not just anybody can take it upon themselves to take the Lexus LS400 out for a road test, in 1997 the model has an "immobilizer", an electronic gadget designed to improve the car's anti-theft system. If the ignition system doesn't recognize the electronic signature code on the owner's key, the car won't start. Once it is on its way, this Lexus is heavy, just like its rival and role model, the Mercedes-Benz. The 32-valve V8, similar to the SC's, is far quieter than the coupe's engine. Effective soundproofing provides your mind at peace and favors a zen approach to driving; in any case, like the ES300, drivers who approach corners hastily soon regret the fact that their seat provides almost no lateral support. In contrast, it takes quite a remarkable pothole to make the musclebound suspension lose its grip. Brakes are solid, but a bit more power would be welcome. The gearshift lever travels inside a stairway-type grille that exudes precision and makes errors of distraction almost impossible. Going back and forth between 4th and 3rd takes only slight touch on the lever knob - just about the only bit of fun you can have on this very stodgy sedan. The Lexus LS400 charmed consumers and won a carload of awards. Perfect. Except that Toyota hiked its price from $64,000 to $81,000. Not so perfect. CD97DBI d E ÿ LEXUS LX450 Presentation Introduced in the U.S. last year, the Lexus LX450 utility vehicle has just made it across the border. It's really an improved Toyota Land Cruiser. Two-tone paint, high and robust, with a ribbed rocker panel, artificially bulged fender area, chrome grille above a bumper as solid as a rhinoceros, a luggage rack which makes you truly appreciate the standard step, and huge Michelin tires (275/70R16). The LX450 looks like a tank dressed up for the ball. A deflector is installed on the upper part of its lift gate, and the glass window is equipped with a puny windshield wiper. Lexus went all out to make people forget about the Land Cruiser; the shining emblem, alphanumerical name and three mentions of the word "Lexus" are located on the rear of the vehicle alone! The retractable antenna should have been moulded into the windshield; but on the other hand, a chrome rod is so much shinier... Interior There are three rows of seats inside the cab. First, two plump bucket seats, then a bench seat which can be separated in half, and a double folding seat on which your knees kiss your nose due to the floor height. In order to gain access to it, once you've folded this and that on the middle seat, you'll have to be very agile. And watch your head! Leg room is adequate, head room is perfect, and sliding tinted windows chase away that claustrophobic feeling. Behind the last seat back is a compartment which is large enough to accommodate a few suitcases. Attention has been paid to the small details, such as the numerous ashtrays, storage compartments, rich wood which you'll find even on the doors, and a heated middle seat. Middle seat occupants are in charge of the CD player, which is located at the foot of the floor console. The driver still has overly slippery seat leather to contend with. Good visibility, but you can hear the wind rush by. Driving Impressions The all-wheel traction is permanent. The driver still can choose to go from "H" to "L" mode (by bringing the vehicle to a stop). He can also lock the front and rear differentials using a rotating knob located at the left of the steering wheel. The LX450 performs like a truck on the road; as long as the asphalt is smooth, you can drive along with no worries, but when you hit a stretch of bad road and start bouncing, the LX450 rolls incessantly from one side to the other. When you come out of a turn, it takes a while for the rolling motion to stop. Add to this a centre of gravity which almost reaches the clouds, and you have a vehicle you really don't want to be careless with. You can't afford to just charge into the woods and go over rocks and brambles, unless you don't care about the small fortune you spent on the shiny and chromed armor. The LX450 is a fashion statement. People who can afford it use it as a utility vehicle. The more opulent they are and the more leather and walnut they are adorned with, the more takers there are. It can be used for rides in the city or, without risk, on a manicured country road. The six in-line cylinder, 4.5 litre engine and the four-speed automatic transmission with overdrive show a great common effort to reach the masses. A switch labeled "2nd" allows the vehicle to be started in second on a sandy, icy or muddy surface. There is steering play in the centre, while the brakes are spongy. Why choose an LX450 rather than a Range Rover? For Japanese reliability, according to surveys. The electronic system of these luxury mastodons are giving Brits headaches, while the Japanese are floating to heaven on gossamer wings... CD97DBI d = ÿ LEXUS SC400 Presentation Let's start off with the nose. Since its creation, the SC400 was running heavy metal to the max, showing only a chink of the hood. In 1997, a small slot was inserted between the two oval headlamps for two reasons: to improve engine compartment ventilation and to make the appearance more aggressive. The two stripes added to the grille have been removed from the bumper's air vents. Its appearance has been simplified, an aerodynamic spoiler has been added and the fog lights are now redesigned. At the rear, the bumper and its reflectors have also been remodeled, while above the trunk, the new curved airfoil harmonizes with the lines of the rear body. These are minor changes trying to make the SC400 seem more ferocious, while visually lowering its centre of gravity. With or without, this coupe is magnificent! Interior Dial indicator bezels have been improved. These changes deserve to be mentioned if they are to be noticed: rearranged indicator lights, a liquid crystal display and a mini onboard computer which basically gives fuel consumption information. Airbag seams on the passenger side are more discreet, which streamlines the already sober and noble lines of the dashboard. The elegant centre console which descends from the dashboard to plunge between the two bucket seats like a ski hill has inspired quite a few competitors. Though it takes up quite a bit of space, it leaves sufficient leg room. Seats are a bit tight around the sides, however (an extremely rare phenomenon with a Lexus). The CD magazine (which can accommodate 12) is nestled in the trunk, whose lip is raised due to the structure and location of the reflectors. Driving Impressions A tall person wishing to find an ideal driving position in this vehicle will find his hair brushing against the roof. He can try lowering his seat, but to no avail (drivers less than 1.83 m tall don't experience this problem). You must finally settle for a relaxed position because, in any case, the SC400 doesn't react like a dynamic coupe in spite of its two long doors and its slim lines. You can feel it right away when you're behind the wheel and feel the steering play in the centre; the steering system was definitely not designed for tight handling; and at the rear, an oversteer occurs which doesn't tolerate tight curves very well. The cocoon-shaped bodywork creates unusual acoustics which would lead one to believe that the 4.0 litre V8 is centrally mounted. The body looks as if it would lice through the air, but lacks manners. The coupe is heavy, not very maneuverable, and makes the noise of a hot rod. In reality, you should love the SC for its look, comfort and style, and forget about sudden acceleration (although the transmission does have a "Power" mode), and enjoy its excellent Nakamichi power train. Sporting one of the best-looking fuselages in the industry, the SC400 has what it takes to make its owner proud. Combined with Toyota reliability, it's pure bliss! CD97DBI d 8 ÿ Lincoln Continental Presentation Given a new platform in 1995, this year the Continental has its usual look, somewhere mid way between a Mark VIII coupe and the Contempra prototype (1994). The grill has been changed to create an open effect, with a more understated design and an updated Lincoln badge. Door handles are chrome (they used to black) to give that extra touch of elegance expected by consumers who make up this model's target market. Six new tints bring the total number of body color choices to 14. This car has a thousand and one gadgets and two drivers even can program up to 12 individual adjustments (seats, mirrors, suspension mode, steering assistance, etc.) for maximum travel comfort. Interior In 1997 the focus is on two optional electronic systems designed above all else to boost the driver's confidence. The first, known as RESCU (Remote Emergency Satellite Cellular Unit) gives the automobile's geographic location in case of emergency. By simply pushing a button, the user can voice-activate a cellular telephone; the call is relayed by satellite to a Lincoln service counter, which can then locate the vehicle. A feature exclusive to the illustrious Continental. SecuriTire, the second system, is designed to warn the driver that one of the car's tires is leaking air; in the worst case scenario, its special Michelins can run flat over a distance of 80 km. Oh, once last point: the nice wooden-handled umbrella is no longer part of original equipment. (Sob!) Driving Impressions Rear-wheel drive, efficient at all speeds, is now standard at the request of Continental customers, likely more concerned with a flawless, problem-free ride than your ordinary consumer. Acceleration and braking are simpler thanks to pedals that have been positioned a bit lower. The automatic transmission is smoother. Air springs on the front suspension have been replaced with steel coils. The 32-valve 4.6L V8, with a 260-hp output, is still every bit as powerful (top speed of 215 kph) and remains as economical as the old V6 on the 1994 version. To manage this tour de force, some of the Continental's elements were made lighter (hood, bumpers and trunk lid) by converting them to plastic. The only front-wheel drive Lincoln, the Continental is also the first Ford front-wheel drive to use a V8. But in this instance, gadgetry is definitely the watchword. CD97DBI d / ÿ Lincoln Mark VIII Introduction The Mark VIII was improved in response to demand from customers, who wished the car to be slightly more aggressive and distinctive. Consequently, the aluminum hood is now slightly more convex. Ford has also attached "microprojectors" under the exterior mirrors so that you can see where you are stepping at night. The brightness of the new headlights has been tripled and their "megalights" are very well hidden behind the industry's largest translucent plates; last but not least, fluorescent lighting has been integrated along the roof line. As for anti-theft protection, it will now take a computer whiz to be able to beat the system that protects the Mark VIII. Passenger Compartment Mercedes-Benz supplied the walnut (no fake wood here!) which adorns the Mark VIII's passenger compartment, and it was installed by a team of trained craftsmen. As for the rest, leather, leather and more leather, on the redesigned seats whose heating elements remain optional. Identical chrome accents have been added (at the request of customers) have been added in the passenger compartments of both models; however, the LSC version (which has 10 additional hp), has none around the outside grille, protective body side moldings and rear reflectors. All in all, controls are easier to operate. Rather than being on the steering column, the keyswitch is now located on the dashboard, the location of choice on luxury cars. Ride Engineers have striven to reduce statics on the V8 model, and they have succeeded in that its hum is now more melodious. They have also redesigned shock absorber bushes to give passengers a smoother ride; gear ratios have been modified, while steering precision has been maintained. In fact, the major concern was to eliminate steering wheel nervousness at high speed. The car is also easier to park. The traction control device, which is of course standard equipment, is now operational at all speeds. Ford listened to its customers, but one question still remains: are there enough of them to ensure the future of the Lincoln Mark VIII? CD97DBI d / ÿ Lincoln Mark VIII Introduction The Mark VIII was improved in response to demand from customers, who wished the car to be slightly more aggressive and distinctive. Consequently, the aluminum hood is now slightly more convex. Ford has also attached "microprojectors" under the exterior mirrors so that you can see where you are stepping at night. The brightness of the new headlights has been tripled and their "megalights" are very well hidden behind the industry's largest translucent plates; last but not least, fluorescent lighting has been integrated along the roof line. As for anti-theft protection, it will now take a computer whiz to be able to beat the system that protects the Mark VIII. Passenger Compartment Mercedes-Benz supplied the walnut (no fake wood here!) which adorns the Mark VIII's passenger compartment, and it was installed by a team of trained craftsmen. As for the rest, leather, leather and more leather, on the redesigned seats whose heating elements remain optional. Identical chrome accents have been added (at the request of customers) have been added in the passenger compartments of both models; however, the LSC version (which has 10 additional hp), has none around the outside grille, protective body side moldings and rear reflectors. All in all, controls are easier to operate. Rather than being on the steering column, the keyswitch is now located on the dashboard, the location of choice on luxury cars. Ride Engineers have striven to reduce statics on the V8 model, and they have succeeded in that its hum is now more melodious. They have also redesigned shock absorber bushes to give passengers a smoother ride; gear ratios have been modified, while steering precision has been maintained. In fact, the major concern was to eliminate steering wheel nervousness at high speed. The car is also easier to park. The traction control device, which is of course standard equipment, is now operational at all speeds. Ford listened to its customers, but one question still remains: are there enough of them to ensure the future of the Lincoln Mark VIII? CD97DBI d 0 ÿ Lincoln Town Car Presentation Given the fact that the Ford Crown Victoria's big and imposing cousin was revamped in detail in 1995, it wasn't reasonable to expect miracles for 1997. Only a few minor changes. So the "Executive" and "Signature" badges have been moved from the rear quarter glass to the front bumpers. And their graphic design has been upgraded. Only the supreme "Cartier" keeps its "controlled appellation" in its original location. Shiny new steel 16-inch wheels have made their appearance and all the Town Cars now travel about with a single exhaust. Interior The better to resist scuff marks, the cloth used to line the inside of doors has been replaced by a new and smooth synthetic material (called Drysol). The air conditioning system's digital controls have been redesigned to eliminate a tiresome reflection. And cell phone pre-cabling is not longer part of standard equipment, not even on the Cartier. Driving Impressions In 1997 the most limousine-like of all of Ford's cars has been given a better steering system, perhaps in an effort to make sure that heads of State can doze peacefully and not be awakened before they reach their ultimate destination. No fewer than 14 modifications have resulted in better stability and more responsiveness, making the electronic variable-assist system obsolete. The standard 210-hp 4.6L V8 is teamed up with a four-speed automatic transmission and it provides just enough power to move this automobile's two tons and James the chauffeur isn't likely to get any speeding tickets as he obeys the "Home" order, since the top speed is somewhere around 180 kph. Another precious asset: the Town Car is one of the quietest vehicles in the world. A special automobile for a special clientele, the Lincoln Town Car is a good enough reason to go into politics. CD97DBI d * ÿ Lotus Esprit V8 Presentation Lotus has not been concentrating solely on turning out exclusive sports cars. Behind the walls of the Ethel abbey that is the headquarters of the make founded by Colin Chapman, an army of engineers sporting the Lotus Engineering uniform is busy contributing its know-how to the world's biggest manufacturers. One could even wonder if the Lotus will survive, seeing as two-thirds of the company's income stems from sub-contracting work. All that to say that the new modular V8 inside this year's Esprit is a new calling card for the engineers; the technology used to develop it is for hire, too. Interior It is easier to get into a Lotus now that the opening angle of the doors has been widened. That does not make the driving position any more comfortable, however. The transmission, encased in a large tunnel that also serves as an armrest, intrudes into the middle of the cabin and forces the driver to raise his elbow every time he shifts gears. Adding to the discomfort, or should we say the insecurity, is extremely poor rear and side visibility. Driving Impressions Because the V8 Esprit model had not been imported when these lines were being written, it was impossible to evaluate its performance. Cars on CD invites you to go to its Internet site to see the review. As well, you can read the driving impressions retained from the test drive of the previous version (four cylinders) and published in the '96 Cars on CD. To recap, we found the steering responsive and precise, and concluded that driving a Lotus requires skill and constant concentration. The stage is set for the V8, which promise to slice one second off the acceleration time of the thoroughbred S4s. CD97DBI d 6 ÿ Mazda 626/MX-6 Presentation Mazda is looking to restore its financial health and at the same time, to reestablish its reputation. The best means to date have been withdrawing the marginal MX-3 Precidia and the TX-7 twin turbo. In the future, Mazda will focus its attention on its mass production models. As the corporation-wide cleanup continues, the 626 sedan and the MX-6 coupe are back just about unchanged compared to last year, expect that their odd Cronos and Mystere suffixes have been dropped. Interior The "granola" styling (i.e.: oval shape and anonymous lines) on these two Mazdas is beginning to show its age. Luckily, the Millenia-style grille introduced on the 626 last year creates an appealing effect. Inside, consumers who like innovations will be disappointed, since the still very dull interior design and the fairly comfortable seats are identical to what they were in 1993, the year that marked the last major revamping for these models. There's a reasonable amount of useable space, although there isn't enough headroom if you want to sport a Stetson, especially if your model happens to feature a sunroof. The trunk's space doubles when the rear seat is folded down. Driving Impressions The impressions you get behind the wheel of a 626 and an MX-6 are very similar since both are assembled at Ford's plant in Flat Rock, Michigan. The popular-priced versions are powered by an economical 2.0L four-cylinder that turns out to be on the time side when coupled with the automatic transmission. the 2.5L V6, far from thundering, is the best choice for the vehicle, but its presence makes the 626 less attractive from the financial standpoint. The suspension can't make up for every drawback present here, and the rigid body tends to telegraph poor road conditions. The wider tires used to equip more elaborate versions make for better road stability and keep oversteering under control for a bit longer. But even with wider tires the 626 and MX-6 still have limited braking power, their major flaw. The 626 and MX-6 are headed for a lamentable career end, bound to come whenever Ford, newly in charge at Hiroshima, decided to give the green light to their replacement. Let's hope the go-ahead comes sometime soon. CD97DBI d . ÿ Mazda B-Series Presentation It doesn't take a Sherlock Holmes to unearth the fact that Mazda's B-Series trucks are actually Ford Ranger models in disguise. While there are three buyers who prefer the original for every one buyer who goes for the copy, Mazda still fairs relatively well with this lineup. With the B-Series, the corporation's name has climbed all the way to the top of the list of bestselling imported trucks on the North American market. Interior As is often the case with pickup trucks, your best bet is replacing the (standard) bench seat with two bucket seats, more comfortable and better looking. Too bad buyers can't go the same route with the auxiliary seats on the extended cab version - besides being extremely uncomfortable, they're dangerous should the vehicle be involved in an accident. Finishing seems to be inconsistent from one model to another, and the care taken with certain details leaves a great deal of room for improvement. Driving Impressions Designed for day-to-day use, the four-cylinder is adequate. If you're planning to use this vehicle to help your in-laws move or to look for off-road adventure, you should take a look at the V6, essential when you want to switch into the four-wheel drive mode. This being said, the 3.0L is the best choice mainly because it's more economical and smoother than the 4.0L. However, the latter has more torque, more towing capacity and an exclusive five-speed automatic transmission. As far as ride goes, the B-Series gets along quite well, provided you can cope with the suspension's rather harsh reaction to road defects, especially on the 4X4 version, where it's extraordinarily stiff. The B-Series has a special place of its own in the universe of imported pickup truck, but a Ford dealer is always somewhere just around the corner... CD97DBI d - ÿ Mazda B-Series Presentation It doesn't take a Sherlock Holmes to unearth the fact that Mazda's B-Series trucks are actually Ford Ranger models in disguise. While there are three buyers who prefer the original for every one buyer who goes for the copy, Mazda still fairs relatively well with this lineup. With the B-Series, the corporation's name has climbed all the way to the top of the list of bestselling imported trucks on the North American market. Interior As is often the case with pickup trucks, your best bet is replacing the (standard) bench seat with two bucket seats, more comfortable and better looking. Too bad buyers can't go the same route with the auxiliary seats on the extended cab version - besides being extremely uncomfortable, they're dangerous should the vehicle be involved in an accident. Finishing seems to be inconsistent from one model to another, and the care taken with certain details leaves a great deal of room for improvement. Driving Impressions Designed for day-to-day use, the four-cylinder is adequate. If you're planning to use this vehicle to help your in-laws move or to look for off-road adventure, you should take a look at the V6, essential when you want to switch into the four-wheel drive mode. This being said, the 3.0L is the best choice mainly because it's more economical and smoother than the 4.0L. However, the latter has more torque, more towing capacity and an exclusive five-speed automatic transmission. As far as ride goes, the B-Series gets along quite well, provided you can cope with the suspension's rather harsh reaction to road defects, especially on the 4X4 version, where it's extraordinarily stiff. The B-Series has a special place of its own in the universe of imported pickup truck, but a Ford dealer is always somewhere just around the corner... CD97DBI d 8 ÿ Mazda MPV Presentation Everybody was waiting for something new, and significantly improved, but we've been served the same old thing once again. The MPV is intrinsically identical to what it used to be, specifically a small minivan whose glory days are a thing of the past. To try to revitalize it, Mazda was considering marketing an "All Sport" version (a decision still unconfirmed as our CD-ROM was in production). Like Subaru's Outback concept, the "new" MPV would be an original alternative to current sport utility vehicles. But is what's good for Subaru necessarily good for Mazda? Interior Contrary to what the MPV's exterior dimensions may lead one to believe, the adjective "roomy" isn't one that applies to its interior. Although relatively comfortable, seats are heavy and so they're hard to remove when you want to increase the space in the minuscule cargo area. The revised dashboard still has a few ergonomic flaws. An example? Here are two: the pull-type controls used to adjust the air conditioning system and the other many controls masked by the steering wheel and the forest of levers it sprouts in all directions. Driving Impressions Mazda turned a blind eye to the trends of the times, which favored front-wheel drive systems, deciding instead on making the MPV a rear-wheel drive. It's true that the decision means that this particular small minivan leaves its rivals behind when the time comes to haul a load. But the MPV makes you pay the price when roads are snow-covered or even just wet, circumstances under which this vehicle is hard to handle. That's precisely why all-wheel (4X4) drive is available (not to say essential), coming, as it does, with a number of inconveniences: higher budget requirements (at purchase and for maintenance), a noisier passenger compartment and a voracious thirst for gasoline. You wouldn't feel so bad about fuel consumption if the 3.0L V6 weren't so stingy with its 155 horses; but it doesn't behave at all convincingly, groaning and complaining as soon as you press down the least bit hard on the accelerator. Besides which the MPV is sensitive to crosswinds and calls for constant steering wheel corrections to keep it on course. Braking power tends to fade despite an all-wheel ABS system and the spongy pedal calls for unusually forceful footwork. To conclude, a single question: when will Mazda come up with the Windstar? CD97DBI d 7 ÿ Mazda MX-5 Miata Presentation Last July 4th, Toronto hosted 450 "Miata Maniacs" at the very first convention for Miata-owners ever held outside the United States. Mazda Canada seized the opportunity to present the M Speedster and M Coupe concepts, two prototypes that the Hiroshima is introducing to the public to gauge interest and to determine the best orientation to take when revamping its two-seater, which first appeared on the market in 1990. Interior As sleek as a cover girl, the MX-5 Miata convertible is geared to the tastes of drivers who like to zip around while soaking up the sun's rays. A selfish pleasure if ever there was one, since the Miata is strictly a two-seater, with interior space at a premium, and the same pattern extending to the trunk, with useable space coming in at less than 100 litres. But the minute you're behind the wheel, you forget all these down-to-earth and mundane considerations, even if the steering wheel squashes your thighs into the seat. Interior design is stripped of any remotely snobbish touch and very reminiscent of the MG and Triumph era; the speedometer and tachometer are circled in chrome, vents are rounded and the gearshift lever is a good attempt at recreating the look of automobiles typical of the 1960s. This tiny roadster also has the added advantage of a fun driving position and pedals that are well positioned. Driving Impressions The famous old pleasures that the Miata offers have practically disappeared in today's air-conditioned sedans. On the road, this rear-wheel drive is agile and docile at the same time (even in the winter, as long as it's equipped with good tires). Its four-cylinder isn't very powerful, even if five extra horses were added last year, but the manual transmission's perfect gear ratio makes it easy to capitalize on the engine's qualities, or at least more than the automatic alternative can. The responsive steering system just loves sinewy roads, where the Miata takes corners flat out. The 14-inch tires have their work cut out for them, but they still manage to delay the car's tendency to oversteer to a level that few users would be happy to reach in any case. It's also very reassuring to be able to rely on braking that has all the power it takes to keep enthusiastic driving to within reasonable limits. Nervy and fun-loving, the Miata may end up in the shadow of the BMW Z3, more modern, sportier and in the final analysis not as inaccessibly priced as you may think. CD97DBI d 6 ÿ Mazda 626/MX-6 Presentation Mazda is looking to restore its financial health and at the same time, to reestablish its reputation. The best means to date have been withdrawing the marginal MX-3 Precidia and the TX-7 twin turbo. In the future, Mazda will focus its attention on its mass production models. As the corporation-wide cleanup continues, the 626 sedan and the MX-6 coupe are back just about unchanged compared to last year, expect that their odd Cronos and Mystere suffixes have been dropped. Interior The "granola" styling (i.e.: oval shape and anonymous lines) on these two Mazdas is beginning to show its age. Luckily, the Millenia-style grille introduced on the 626 last year creates an appealing effect. Inside, consumers who like innovations will be disappointed, since the still very dull interior design and the fairly comfortable seats are identical to what they were in 1993, the year that marked the last major revamping for these models. There's a reasonable amount of useable space, although there isn't enough headroom if you want to sport a Stetson, especially if your model happens to feature a sunroof. The trunk's space doubles when the rear seat is folded down. Driving Impressions The impressions you get behind the wheel of a 626 and an MX-6 are very similar since both are assembled at Ford's plant in Flat Rock, Michigan. The popular-priced versions are powered by an economical 2.0L four-cylinder that turns out to be on the time side when coupled with the automatic transmission. the 2.5L V6, far from thundering, is the best choice for the vehicle, but its presence makes the 626 less attractive from the financial standpoint. The suspension can't make up for every drawback present here, and the rigid body tends to telegraph poor road conditions. The wider tires used to equip more elaborate versions make for better road stability and keep oversteering under control for a bit longer. But even with wider tires the 626 and MX-6 still have limited braking power, their major flaw. The 626 and MX-6 are headed for a lamentable career end, bound to come whenever Ford, newly in charge at Hiroshima, decided to give the green light to their replacement. Let's hope the go-ahead comes sometime soon. CD97DBI d , ÿ Mazda Millenia Presentation This luxury sedan, buried in awards, honors and high praise from automotive industry critics, is having a very difficult time making it mark on the Canadian market. Fortunately, it has plenty of takers in other countries, so the employees assigned to its assembly in Hofu, Japan are kept busy. One of the reasons for its popularity with consumers is its look: the Millenia is pretty as a picture. Interior Narrow doors make access to the passenger compartment quite difficult and the low roof line spells danger for taller people. Rear-seat passengers feel a bit squeezed, contrary to their front-seat counterparts, who can enjoy seats with a great fit. Overall presentation is unexciting, even if Mazda now uses the same color scheme for the dashboard and interior trims. But finishing shows good quality and controls are very well positioned. Driving Impressions Impressions behind the wheel of a Millenia are very similar to what you get when you take control of a 626, which served as the basis for its design. This is a stable and quiet automobile, but it's also very anemic when the 2.5L V6 is called into action, coupled as it is with a transmission that's in no hurry to respond to the driver's request for a bit more verve. The Miller-cycle 2.3L V6 210-hp engine, the alternative choice, is the best bet. It has plenty of acceleration and passing power, although it falls short of giving the Millenia wings. That's turns out not to be a bad thing, though, because braking power is marginal. Solid and refined, the Millenia is still expensive compared to rival models, some of which are more appealing and capable of higher performance levels. CD97DBI d 1 ÿ Mazda ProtegΘ Presentation When it revamped the ProtegΘ two years ago, could it be that Mazda decided to turn its back on the concept of reasonable pricing and at the same time, on the 55,000 or so motorists who made this compact a much vaunted and keenly sought-after model? To be fair, the strong yen has had a lot to do with the ProtegΘ's amazing price hike. As compensation, Mazda recently introduced an SE version, very stark, to try to get back into its customers' good books... and its dealers' as well! The only bit of news for 1997 is a 626-type grille. Interior Mazda almost scored a perfect 10 when it designed the ProtegΘ's interior. It's easy to find a comfortable driving position, and although seats are a bit firm they provide excellent support. Accessories are few and far between inside the SE, but at least they're grouped together in the driver's immediate environment. However, the ProtegΘ's strongest point is still its roominess - this model is one of the roomiest in its category. The only serious drawbacks we could find are the door pockets and other storage spaces (the SE has two glove compartments to make up for the fact that it doesn't have a passenger-side airbag): they're are plenty of them, but they're just not very practical. Driving Impressions While the most luxurious version (the LX) is powered by a 1.8L four-cylinder, economic imperatives mean that the SE uses a 1.5L, very quietly introduced on the defunct 323. Its performance is very acceptable, but its torque is minimal and drivers have to shift skillfully to make the most of what it has to offer. As for the 1.8L, it's still as smooth as it ever was, but it's a bit anemic in the lower rpm range. Fun to drive, the ProtegΘ has a sturdy chassis and a suspension that provides an admirable amount of comfort and road stability. The assisted steering system just firm and light enough. Even in the SE version, the ProtegΘ's qualities are intact. It's too bad that Mazda took such a long time to bring it into the marketplace. CD97DBI d ' ÿ Mercedes C Class Presentation The C Class, a symbol of renewal at Mercedes, has been wildly popular on every continent since its launch in 1994. More than 300,000 units were sold in 1995 alone! Bolstered by this reception, Mercedes has not rested on its laurels while planning 1997. The venerable German firm renamed the C230 (it is now the C220) and extended the list of standard accessories by a few centimetres. Interior Although the C Class's roomy interior gives it a slight advantage over its German rivals (Audi A4 and BMW 3 Series), it does not compare with some Swedish (Saab 900 and Volvo 850) and Japanese (Infiniti I30, primarily) models, as those competitors have far superior rear head and legroom and bigger trunks. In the C Class's case, the front seats are decidedly firm, and the airbag under the dash makes it hard to find an ideal driving position. Driving Impressions The C230 and C230 SE (for Special Edition) owe their new monikers to the new 2.3 liter four-cylinder engine (derived from the 2.2 liter available until now), which Mercedes has teamed up with a five-speed automatic transmission. The C Class's road handling is predictably reassuring, but driving on wet or snowy surfaces become a rather delicate exercise. The steering translates road conditions well, but feels a bit stiff. Lastly, the C Class proves sensitive to crosswinds. The C Class vehicles are a good pair of cars. And the brutish C36, modified by the renowned German tuner AMG, is still listed in the catalogue. CD97DBI d ' ÿ Mercedes C Class Presentation The C Class, a symbol of renewal at Mercedes, has been wildly popular on every continent since its launch in 1994. More than 300,000 units were sold in 1995 alone! Bolstered by this reception, Mercedes has not rested on its laurels while planning 1997. The venerable German firm renamed the C230 (it is now the C220) and extended the list of standard accessories by a few centimetres. Interior Although the C Class's roomy interior gives it a slight advantage over its German rivals (Audi A4 and BMW 3 Series), it does not compare with some Swedish (Saab 900 and Volvo 850) and Japanese (Infiniti I30, primarily) models, as those competitors have far superior rear head and legroom and bigger trunks. In the C Class's case, the front seats are decidedly firm, and the airbag under the dash makes it hard to find an ideal driving position. Driving Impressions The C230 and C230 SE (for Special Edition) owe their new monikers to the new 2.3 liter four-cylinder engine (derived from the 2.2 liter available until now), which Mercedes has teamed up with a five-speed automatic transmission. The C Class's road handling is predictably reassuring, but driving on wet or snowy surfaces become a rather delicate exercise. The steering translates road conditions well, but feels a bit stiff. Lastly, the C Class proves sensitive to crosswinds. The C Class vehicles are a good pair of cars. And the brutish C36, modified by the renowned German tuner AMG, is still listed in the catalogue. CD97DBI d ' ÿ Mercedes C Class Presentation The C Class, a symbol of renewal at Mercedes, has been wildly popular on every continent since its launch in 1994. More than 300,000 units were sold in 1995 alone! Bolstered by this reception, Mercedes has not rested on its laurels while planning 1997. The venerable German firm renamed the C230 (it is now the C220) and extended the list of standard accessories by a few centimetres. Interior Although the C Class's roomy interior gives it a slight advantage over its German rivals (Audi A4 and BMW 3 Series), it does not compare with some Swedish (Saab 900 and Volvo 850) and Japanese (Infiniti I30, primarily) models, as those competitors have far superior rear head and legroom and bigger trunks. In the C Class's case, the front seats are decidedly firm, and the airbag under the dash makes it hard to find an ideal driving position. Driving Impressions The C230 and C230 SE (for Special Edition) owe their new monikers to the new 2.3 liter four-cylinder engine (derived from the 2.2 liter available until now), which Mercedes has teamed up with a five-speed automatic transmission. The C Class's road handling is predictably reassuring, but driving on wet or snowy surfaces become a rather delicate exercise. The steering translates road conditions well, but feels a bit stiff. Lastly, the C Class proves sensitive to crosswinds. The C Class vehicles are a good pair of cars. And the brutish C36, modified by the renowned German tuner AMG, is still listed in the catalogue. CD97DBI d * ÿ Mercedes E Class Presentation Purists might accuse the Mercedes-Benz E Class of being an esthetic betrayal of the usual Germanic rigour. By this, we mean the designers boldly ditching the traditional rectangular headlamps for more provocative round ones. But the purists are outnumbered by those who applaud the move and would not think twice about getting behind the immense steering wheel of an E Class car. Beautiful (although the rear lights are a bit small), comfortable and solid, the E Class is the kind of car you dream of when you buy a lottery ticket. Interior It takes no time to feel at home in an E. Perfect driving position, complete controls, practical and generous accessories. Is there anything wrong with this car? Yes, the cruise control lever is both ugly and bulky. The trunk is merely average in size, and shamefully lacking a practical cargo net, which is optional. Side visibility makes changing lanes an uncertain undertaking, and the single windshield wiper has a hard time keeping up in heavy rain. Driving Impressions Because the mass is distributed almost perfectly on this car, the E is beautifully balanced. The ball steering is extremely precise, and the tight turning circle puts this car right at ease in city traffic. Engine-wise, the 3.2 liter six-cylinder (E320) is remarkably lively and well complemented by a smooth, accurate-shifting five-speed automatic transmission. The latter does not work as efficiently with the 4.2 liter V8 (E420), which tends to respond less well to the gas pedal's lack of progressiveness. When you urge it on for more speed, the beast becomes confused and has trouble shifting into the right gear. There's no doubt about it, the Mercedes E is a success, even if it lacks the sporty zest that would threaten its rival and neighbour in Munich, the BMW 5 Series. CD97DBI d * ÿ Mercedes E Class Presentation Purists might accuse the Mercedes-Benz E Class of being an esthetic betrayal of the usual Germanic rigour. By this, we mean the designers boldly ditching the traditional rectangular headlamps for more provocative round ones. But the purists are outnumbered by those who applaud the move and would not think twice about getting behind the immense steering wheel of an E Class car. Beautiful (although the rear lights are a bit small), comfortable and solid, the E Class is the kind of car you dream of when you buy a lottery ticket. Interior It takes no time to feel at home in an E. Perfect driving position, complete controls, practical and generous accessories. Is there anything wrong with this car? Yes, the cruise control lever is both ugly and bulky. The trunk is merely average in size, and shamefully lacking a practical cargo net, which is optional. Side visibility makes changing lanes an uncertain undertaking, and the single windshield wiper has a hard time keeping up in heavy rain. Driving Impressions Because the mass is distributed almost perfectly on this car, the E is beautifully balanced. The ball steering is extremely precise, and the tight turning circle puts this car right at ease in city traffic. Engine-wise, the 3.2 liter six-cylinder (E320) is remarkably lively and well complemented by a smooth, accurate-shifting five-speed automatic transmission. The latter does not work as efficiently with the 4.2 liter V8 (E420), which tends to respond less well to the gas pedal's lack of progressiveness. When you urge it on for more speed, the beast becomes confused and has trouble shifting into the right gear. There's no doubt about it, the Mercedes E is a success, even if it lacks the sporty zest that would threaten its rival and neighbour in Munich, the BMW 5 Series. CD97DBI d * ÿ Mercedes E Class Presentation Purists might accuse the Mercedes-Benz E Class of being an esthetic betrayal of the usual Germanic rigour. By this, we mean the designers boldly ditching the traditional rectangular headlamps for more provocative round ones. But the purists are outnumbered by those who applaud the move and would not think twice about getting behind the immense steering wheel of an E Class car. Beautiful (although the rear lights are a bit small), comfortable and solid, the E Class is the kind of car you dream of when you buy a lottery ticket. Interior It takes no time to feel at home in an E. Perfect driving position, complete controls, practical and generous accessories. Is there anything wrong with this car? Yes, the cruise control lever is both ugly and bulky. The trunk is merely average in size, and shamefully lacking a practical cargo net, which is optional. Side visibility makes changing lanes an uncertain undertaking, and the single windshield wiper has a hard time keeping up in heavy rain. Driving Impressions Because the mass is distributed almost perfectly on this car, the E is beautifully balanced. The ball steering is extremely precise, and the tight turning circle puts this car right at ease in city traffic. Engine-wise, the 3.2 liter six-cylinder (E320) is remarkably lively and well complemented by a smooth, accurate-shifting five-speed automatic transmission. The latter does not work as efficiently with the 4.2 liter V8 (E420), which tends to respond less well to the gas pedal's lack of progressiveness. When you urge it on for more speed, the beast becomes confused and has trouble shifting into the right gear. There's no doubt about it, the Mercedes E is a success, even if it lacks the sporty zest that would threaten its rival and neighbour in Munich, the BMW 5 Series. CD97DBI d $ ÿ Mercedes S Class Presentation One day, industry historians will probably look back at the S Class as the epitome of excess. Aware of the criticism, Mercedes-Benz is promising a new, deliberately discreet generation sometime in the next two years. Until then, the S Class has piqued the curiosity of those who want to see how the ultimate in technology can be applied to an "ordinary" car. Interior While the lower-slung and more youthful appearance of the S Class is appealing, the cabin itself is far from praiseworthy, and neither the fragrant leather nor the comfortable seats is enough to make us forget the chilly starkness of the interior design. This impression is probably due to the generous size of the cabin, which can easily seat five (although shoulder space is tighter in the back) and their luggage. Driving Impressions The antiseptic S Class will soon banish the natural distrust of the driver who slides behind the wheel of this car. Regardless of outdoor conditions, a feeling of total safety emanates from this vehicle. Princely comfort, remarkable stability, and superb braking are just three of its many qualities. The ESP (traction control) system also helps take the guesswork out of handling snowy or wet roads. The three available engines do their job just fine. Unfortunately, this extremely thirsty trio would arouse the ire of environmentalists. Mercedes has given the S Class everything. Everything but a soul. CD97DBI d $ ÿ Mercedes S Class Presentation One day, industry historians will probably look back at the S Class as the epitome of excess. Aware of the criticism, Mercedes-Benz is promising a new, deliberately discreet generation sometime in the next two years. Until then, the S Class has piqued the curiosity of those who want to see how the ultimate in technology can be applied to an "ordinary" car. Interior While the lower-slung and more youthful appearance of the S Class is appealing, the cabin itself is far from praiseworthy, and neither the fragrant leather nor the comfortable seats is enough to make us forget the chilly starkness of the interior design. This impression is probably due to the generous size of the cabin, which can easily seat five (although shoulder space is tighter in the back) and their luggage. Driving Impressions The antiseptic S Class will soon banish the natural distrust of the driver who slides behind the wheel of this car. Regardless of outdoor conditions, a feeling of total safety emanates from this vehicle. Princely comfort, remarkable stability, and superb braking are just three of its many qualities. The ESP (traction control) system also helps take the guesswork out of handling snowy or wet roads. The three available engines do their job just fine. Unfortunately, this extremely thirsty trio would arouse the ire of environmentalists. Mercedes has given the S Class everything. Everything but a soul. CD97DBI d # ÿ Mercedes SL Presentation With the SLK, the oldest of the roadsters, Mercedes is showing a few white hairs we had never noticed before, and some flaws we would not have expected, either! Until recently we wouldn't have thought twice about its complexity, its weight, or even its price. Today, we are taken aback by those very characteristics. Interior After giving a face-lift to its roadster last year, Mercedes has added a new, optional feature: the panoramic sunroof. The glass panel allows you to enjoy the warmth of the sun without messing up your hair, or watch snowflakes swirl overhead. All from the comfort of contoured bucket seats, surrounded by accessories that are both plentiful and easy to reach. Driving Impressions Technically, the SL320 is now on a par with the SL500 and SL600, thanks to the addition of a five-speed automatic transmission and an electronically-controlled engine. All three models handle smoothly, have excellent suspensions, and powerful brakes-a combination of features that wraps drivers in a warm and safe cocoon but works to the detriment of anyone looking for a little pep. In the end, these cars can be faulted for their lack of agility and their bulk, not to mention their performance on twisting roads. Mercedes said of the SL: "If the world was really fair, everyone would have one." Ironically, the SLK could well correct this injustice. CD97DBI d 3 ÿ Mercedes SLK Presentation The new 230 SLK is an ingenious, fresh and brilliant variation on the usual hard-top convertible theme. Its initials are an amalgamation of the German words sportlich (sporty), leicht (light) and kompakt (compact). This is a rear-wheel drive, powered by a 191-hp DOHC 2.3L four-cylinder. It's supercharged by a compressor, which is why the German word Kompressor appears on its flanks. The five-speed automatic transmission is the only one available on our market. The manual? Later, maybe. Interior The interior is a resounding success. Seats are comfortable and feature a good fit and there's an astounding amount of legroom. Designers were a bit stingier with storage spaces, though. The dashboard is original and carefully though out, especially appealing in red and black. The ivory background on dials is particularly nice looking. The SLK has side airbags, mounted in doors, in addition to dual standard airbags. Roll bars are positioned behind seats. The convertible roof is impressive; simply flick a switch, and its folds down noiselessly, disappearing into the trunk - in 30 seconds flat. When the roof is down, though, the otherwise practical trunk loses half its useable space and is roomy enough for only very small pieces of baggage. Driving Impressions Thanks to its exceptionally rigid body, its refined suspension (asymmetrical arms in front, multi-arms in back), its low profiling and its nonexistent overhang, the SLK clings to the road, especially in the "coupe" mode. Its ball steering system is precise, but doesn't provide the feedback that a rack-and-pinion can. Antilock brakes and an antiskid system are standard. The five-speed automatic transmission is smooth and precise, and there's torque to spare. It helps add extra spice to the personality and performance levels of the smooth, responsive and marvellously supple engine, which also has the added asset of sounding marvellous. The SLK is a charmer on wheels, the chicest and most practical of the new roadsters, but maybe not the sportiest. This models is already an unqualified success. CD97DBI d ) ÿ Mercedes M Class Presentation Mercedes may not always have been the most modest of makers (rather snooty, in fact), but we cannot reproach it for being extremely savvy when it comes to designing the vehicles of future... in this case, the sport utility. We'll see the results in the fall, when the M Class rolls out of Mercedes's new facilities near Tuscaloosa, Alabama. The firm plans to produce 65,000 units of this "all-purpose" vehicle each year; 1,200 of them are earmarked for Canada, which seems like a realistic number when you consider the possible entry-level price (between $40,000 and $50,000). Interior To whet our appetites until the real thing arrives, Mercedes has toured various car shows, displaying a prototype that the company says it is very close to the final version. Two significant innovations of the M Class: stereo speakers that can be swivelled and pointed outward so that you can listen to music while you enjoy a picnic in the country; and a navigation system that can guide you everywhere, even toward the exit of a shopping mall parking lot. Driving Impressions Technically, Mercedes says that the M Class will have the off-road capabilities of a real all-terrain vehicle without overlooking the on-road performance and safety for which its vehicles are known. To achieve this, the M Class will have 4-wheel independent suspension and four permanent drive wheels coupled with ABS and traction control. To power the sport utility over rough terrain and paved highways are two engines of the family (3.2 1 and 4.2 1); both will be teamed up with five-speed automatic transmission. The M Class will be seen in the sequel to the movie Jurassic Park. If the big screen is good enough for BMW (James Bond's Z3), why not Mercedes? CD97DBI d / ÿ Mercury Mystique Presentation This year the GL and LX are joined by a Contour Sport (or SE); green, it gets its 15-inch wheels and fog lamps from the LX. The Mystique hasn't been forgotten either and it has a new Spree version (which comes in a variety of colors, unlike the Contour SE). These two front-wheel drive compact sedans could pass for miniature Taurus/Sable models and they're part of the same club as the new Escort. Who remembers the Tempo/Topaz? The Contour is fairly monolithic with its oval front, and the Mercury's wrap-around windshield makes it flashier. Interior Derived from the Mondeo European model and attuned to North American tastes, the Contour/Mystique duo hasn't received the kudos it deserves. A tad too too European maybe? Be that as it may, the Sport model has a standard tachometer and a leather-wrapped steering wheel. Industry observers criticized the limited room for rear-seat passengers, a problem solved to some extent last year with a redesign of front-seat backs. Driving Impressions The Special Vehicle Team, responsible for the Mustang Cobra, is about to unleash the Contour SVT. It will be manufactured in limited quantity (5,000 units or less) during the first six months of 1997. Based on the SE and powered by a British Duratec engine, its mechanical features are destined to give a whole new meaning to the word "performance". The 16-valve 2.0L four-cylinder Zetec has an aluminum head mounted on a cast-iron block, while the 24-valve 2.5L Duratec V6 is all-aluminum and proud of it. Operational at any speed, the ABS and traction control systems are optional. The V6 is noisy when accelerating, but it quiets down at cruising speeds. Understeering is still minimal, unless you decide to take corners while pushing the vehicle to its outer limits. A truly global automobile: European looks, Japanese handling, American comfort. CD97DBI d / ÿ Mercury Cougar XR7 Introduction No attempt was made to change the lines of the " T-Birds " and Cougars in 1997. On the one hand, the nose, roof and fenders were modified in 1996; on the other hand, the future of both these models is more fragile than porcelain. The T-Bird Super Coupe and its supercharged 3.8 litre V6 have already disappeared. The XR7 still resembles a sedan which is missing two doors and the T-Bird, although classified as a coupe, has a sufficiently roomy interior to accommodate five passengers. Its introduction goes back to 1954! The Cougar, which is the "youngest", was launched in 1966. Both these cars have the same platform which was introduced in 1988. Passenger Compartment Improvements have been made to the four-speed transmission, which is the only one available. The T-Bird makes no great fuss about it, while the Cougar considers it to be one of the candles atop its 30th anniversary cake. To really celebrate the occasion, the XR7 is available in "Toreador Red" this year; it has 16 inch tires, special emblems and firmed up shock absorbers. These are even stiffer on the 4.8 litre V8 (205 hp) than on the 3.8 litre V6 (145 hp). Inside the passenger compartment, the number 30 embroidered on the even more highly curved seats, as well as on the carpets, serves as a constant reminder of the 30th anniversary of the Cougar. All of the dials have been redesigned, with special emphasis put on the indicator lights. Drive Both cars are quite aggressive, but their performance is not as explosive. Their weight must be considered (over 1600 kg), as must the engine selected, which makes maximum speed vary between 180 and 210 KPH. After the fashion of the Taurus SHO, which is now becoming bourgeois, the Thunderbirds/Cougars are offering more and more on-board comfort. Americans prefer the V8 model because of its felt rather than its power. As well, the transmission was modified to operate on greater, less extreme ranges. The firmer suspension is an option, but it makes little difference. These false coupes don't really hit the mark because they are burdened by a poorly targeted clientele and stuck between two eras. CD97DBI d 0 ÿ Mercury Grand Marquis Presentation Introduced in 1978, these two rear-wheel drive sedans could easily have gone the way of the dinosaur. Instead, a successful body revamping in 1995 changed their aging skeleton into a contemporary cockpit, with detailing used to differentiate the two models. In 1997, these mini-limos come in four new metallic colors, including "Vermont green" and "Prairie beige". Interior In the past, annoying reflections sometimes made it hard to read the air conditioning system's digital controls. So a redesign was in order. Like the cockpit, the dashboard was revamped in 1995, but its appearance could still be improved. Unveiled in mid 1996, a special version of the Crown Victoria is the first standard production model powered by natural gas. Eager to achieve savings, Ford's accountants ordered that some luxury features be dropped, including heated sideview mirrors, door lights and rear armrests on the GS model. Driving Impressions Something had to be changed for 1997, and the steering system was singled out. Keeping in mind that drivers who go for the Crown Victoria/Grand Marquis aren't looking for European-style road stability, Ford's engineers adjusted the steering system to get rid of the imprecision felt when the wheel was in the center position. The change has no net effect on the vehicle's overall handling; just imagine an elephant taking tai chi lessons. The result is most noticeable when the vehicle is on a straight-line trajectory, when fewer corrections are needed to stay on course, and control is better when cornering. The oversize but docile 16-valve 4.6L V8 used to power standard and deluxe models has no unpleasant surprises in store for drivers. A more powerful version increases output from 190-hp to 210-hp. Antiskid and ABS systems are optional. Now that the Chevrolet Caprice has been retired, the future is sunny for this automobile, ever-popular with police forces and fleet owners. CD97DBI d 5 ÿ Mercury Sable Presentation Since Ford's winning duo was subjected to the scalpel last year, it was unthinkable to inflict any major cosmetic changes for 1997. But maybe that wouldn't have been such a bad idea after all, given the lukewarm reception reserved they met with. Avantgarde in 1986 with their "aero look", today the Taurus and Sable are bordering on eccentricity. The visual effect has be pushed even further and to help keep our minds off the controversy, Ford has concocted a new Taurus SHO. Its aggressive styling features a sleeker nose, a bigger air intake, a showy spoiler and a dual exhaust. Rear lines, however, will keep you wondering if the truck is properly closed or not. Interior No changes here, everything is back as is, starting with the original center console whose purpose in life changes according to its position: an armrest, a storage space or a seat back for a third passenger. Front seats now provide more lateral support and leather upholstery is an option. Driving Impressions The new 3.4L, the very first V8 to power a Taurus, boasts a cylinder block that's aluminum-molded in Windsor, Ontario, but machined by Yamaha in Japan. Introduced in 1989 with a manual transmission, the SHO doubled its sales figures when an automatic transmission was added to the lineup in 1993. Since then, only 20% of SHO on the road are manual. Conclusion: Ford now markets the SHO only as an automatic. Rather contradictory for a sporty model! Then again, maybe not, since its "sporty" owners are usually 40-year-olds driving along in three-piece suits, downtown, with a firmer grip on their cell phones than on the gearshift lever. Looking at things from the same vantage point, Yamaha decided to make its engine smoother. It now has 235 horses, compared to the 200 provided by the 24-valve Duratec V6. One perfect word to describe it: excellent! The SHO also features a semi-active suspension (two levels of shock absorption automatically selected based on driving style) and 16-inch tires. The steering system is firm, to match the rigid chassis, and has a slightly artificial feel. While Ford feels duty-bound to speed up the arrival of a Taurus/Sable ready for of the year 2000, a super SHO is a very good consolation prize for consumers. CD97DBI d 5 ÿ Mercury Sable Presentation Since Ford's winning duo was subjected to the scalpel last year, it was unthinkable to inflict any major cosmetic changes for 1997. But maybe that wouldn't have been such a bad idea after all, given the lukewarm reception reserved they met with. Avantgarde in 1986 with their "aero look", today the Taurus and Sable are bordering on eccentricity. The visual effect has be pushed even further and to help keep our minds off the controversy, Ford has concocted a new Taurus SHO. Its aggressive styling features a sleeker nose, a bigger air intake, a showy spoiler and a dual exhaust. Rear lines, however, will keep you wondering if the truck is properly closed or not. Interior No changes here, everything is back as is, starting with the original center console whose purpose in life changes according to its position: an armrest, a storage space or a seat back for a third passenger. Front seats now provide more lateral support and leather upholstery is an option. Driving Impressions The new 3.4L, the very first V8 to power a Taurus, boasts a cylinder block that's aluminum-molded in Windsor, Ontario, but machined by Yamaha in Japan. Introduced in 1989 with a manual transmission, the SHO doubled its sales figures when an automatic transmission was added to the lineup in 1993. Since then, only 20% of SHO on the road are manual. Conclusion: Ford now markets the SHO only as an automatic. Rather contradictory for a sporty model! Then again, maybe not, since its "sporty" owners are usually 40-year-olds driving along in three-piece suits, downtown, with a firmer grip on their cell phones than on the gearshift lever. Looking at things from the same vantage point, Yamaha decided to make its engine smoother. It now has 235 horses, compared to the 200 provided by the 24-valve Duratec V6. One perfect word to describe it: excellent! The SHO also features a semi-active suspension (two levels of shock absorption automatically selected based on driving style) and 16-inch tires. The steering system is firm, to match the rigid chassis, and has a slightly artificial feel. While Ford feels duty-bound to speed up the arrival of a Taurus/Sable ready for of the year 2000, a super SHO is a very good consolation prize for consumers. CD97DBI d 1 ÿ Mercury Villager Introduction Since its introduction in September of 1992, the Villager has always worn coats of brilliant colors. For this reason, its three 1997 models (GL, LS and Nautica) all come in two-tone paints and an even richer range of interior colors. The Nautica model not only includes all of the luxury accessories of the LS, but it stands out thanks to its unique trimmings and four leather-covered captain's seats. Since several modifications were made to the Villager's body last year (including replacing the front light band with a more highly stylized grill), the 1997 model which you will see on the road this year has undergone only invisible changes, such as the protective channel sections which have been inserted in the doors. Passenger Compartment Both airbags have been standard equipment since 1996, while ABS brakes and built-in child restraint seats continue to be optional. The GS and LS models can be further customized by adding up to four captain's seats. This option may be more expensive, yet it offers added comfort and easier access for tending to children in need of attention. Though not as roomy as the Windstar, the Mercury Villager can still seat seven (small) people. All in all, when you add up all of the different possibilities (removed seats, folded seat backs), you end up with 13 separate configurations. Drive The 151 hp of the 3.0 litre V6, which invariably go with a four-speed automatic transmission, allow the Villager to handle the job it was designed for. The rear suspension has remained unchanged and offers maximum performance when the cargo space is full. The individual seats can be removed in an instant, but the benchseats, however, are quite heavy. This Ford/Nissan (Quest) product is one of the few in the industry to have its CD player magazine installed in the dashboard. Although most minivans claim to have similar road handling capabilities similar to automobiles, the Villager is one of the few which can back up its claim. The second sliding door, which is a hit at Chrysler, is not foreseen for the immediate future (you must then look at a Windstar). However, the Villager has it over the Windstar for the same reasons that a short wheelbase minivan is preferable to one with a long wheelbase. Why choose a Mercury Villager rather than its twin, the Nissan Quest? First and foremost, because of loyalty to the make. CD97DBI d 9 ÿ Nissan 240SX Presentation Now that the 300ZX and 200SX have been withdrawn, those who love typical Nissan driveability have to look to the 240SX, a coupe with bold styling and appealing pretensions. The design concept is tried and true: a long hood, a short rear, a low center of gravity. The front is totally new and the object of a detailed redesign. Rear reflectors have also been revised. Fog lamps have been added to more luxurious versions, already featuring a spoiler. The builder believes that its 240SX is very evocative of Alpha Romeo's coupes, while also sporting sleek and futuristic lines. Why should anyone tell them otherwise and spoil their fun? The 240SX is very nice, no matter what color it comes in. Last year's choice extended to 14 hues; for 1997, the range has been cut down to a very reasonable six. The SE and LE packaging are coupled with a base version featuring distinctive alloy wheels. In fact, it's a former SE with a few nice extra touches, such as cruise control and power door locks. For its part, the SE version is derived from the 1996 LE. Interior A radio, cassette and CD player, six speakers (for a total of 100 watts) and air conditioning are now part of standard equipment on all models. The sunroof option is no longer available, except for the LE, where it's standard. Cup holders dot all versions, but the LE has lost the lumbar adjustment on its leather seats. Bucket seats keep their occupants firmly in place. The rear bench seat, on the other hand, seems to be designed for passengers who are not at all hard to please, maybe briefcases and baggage - all the better since the trunk isn't able to swallow tons of luggage. This model is ideal for singles or loners. Driving Impressions Buyers who decided on the 240SX are looking for excitement. This is why this coupe is a rear-wheel drive, with its 1300 kg well distributed between the front and rear ends. The DOHC 16-valve 2.4L four-cylinder has an output of 155 horses. Four disc brakes (plus an ABS system for the SE and LE) are efficient. Handling is consistent for several reasons: ideal weight distribution, a low chassis and a limited slip differential, which makes winter driving problem-free. Oversteering on the 240SX is so predictable and easy to control, some drivers even like it. The engine is noisy during acceleration, but no one seems to mind particularly. Rear-wheel drives are an endangered species. The Nissan 240SX is holding its own and as it resists the onslaught of front-drives, it's a lot of fun to drive. CD97DBI d A ÿ NISSAN ALTIMA Presentation Designed in California, fine-tuned in Michigan, tested under the Arizona sun and Ontario snowstorms, and assembled in Tennessee, the Altima is a Japanese product which was introduced in North America to compete against the Camry and the Accord. More than ever before, Nissan has tried to satisfy the North American market by offering a product which could better meet its needs than the Stanza, which was replaced in 1993. When it was introduced, the Altima was offered in three versions: XE, GXE and SE. The top-of-the-range GLE was then added to the trio, but it was taken off the market in 1997. As for the rest, no drastic changes have been made (grille revamped in 1995), save for sturdier sides. This vehicle, while spacious, can be easily parked since engineers designed a sedan which is "small outside and roomy inside". The Altima looks like an Infiniti J30 which shrank in the wash. The optional rear airfoil (standard on the sportier SE model) makes the resemblance to the J30t even more striking. Aside from the airfoil, the SE version also stands out from the crowd owing to its mag wheels and fog lights. All models, however, have 15 inch tires. Interior The main part of the dashboard is contained in a crescent which extends to the glove box. As well as offering the usual dials, this flat half-moon contains a very visible clock, as well as an easily adjustable A/C system. The radio and a space which can be used for storage as long as the optional CD player isn't inserted in it are located in the vertical part of the center panel. Between the two front seats, this panel is transformed into a small, inexpensively covered armrest. Front passengers will enjoy adequate lateral support, but the seat cushion is too short to fully support the thighs. The rear seat, designed for three thin people, has good leg and head room. The seat can't be folded down, but lowering the armrest reveals a plastic hatch roomy enough to accommodate a few pairs of skis. The flat-bottomed trunk is easy to load, in spite of its slightly indented lip and narrow lid. In 1997, the XE base model will be equipped with an A/C system and ABS brakes. Driving Impressions The four-cylinder, 2.4 litre twin overhead camshaft (16-valve) engine, the same as the one under the hood of the 240SX, produces 150 hp, a power which deserves some respect. Despite its 140 kg, the Altima scores points with regard to agility and control. It is rather sensitive to wind noise, which can be heard whistling around the outside rearview mirrors and on the windshield. Thankfully, however, street and engine noise is dampened, which makes you feel you're driving in a more luxurious car than the purchase price would lead you to believe. At high speed and on bumpy roads, the car has a tendency to dance from one groove to the other. That's probably the price you have to pay for the Altima's agility as compared to its competitors. On smooth roads (if you can find any...), the suspension responds with well-balanced firmness. The car keeps good road contact, while driving like a pillow on wheels. Despite its low cost, it still tries to give you the "feeling" that you're driving in a more expensive car. The Altima is a car whose lines age gracefully and which aims high without trying to drive you into the poorhouse. CD97DBI d & ÿ Nissan Harbody Presentation The most complete silence is surrounding the preparation of a new generation of Nissan light trucks which, in all probability, will be introduced during 1997. Until that time, the Harbody is holding the fort and returns more or less unchanged in relation to last year. No one at Nissan seems to mind this, due to the excellent results the Hardoby obtained during its last campaign. Interior Be forewarned! The Harbody's interior is no longer young. The wedge-shaped dashboard and some controls immediately betray the old-fashioned concept of this truck. Also, instruments are kept at a strict minimum, and some, like the tachometer and the trip mileage indicator, are only available as options. Similarly, a radio and digital clock are offered at extra cost. The bench seat (vinyl on the base model) is still as uncomfortable as ever and only the bucket seats offered in the King Cab version save the day. Driving Impressions Around this time last year, Nissan announced that the six cylinder engine wouldn't be available for the time being (at Nissan, this could mean "indefinitely"), and that only a four-cylinder version would be available on the vehicle. What this 2.4 litre engine lacks in performance, smoothness and sound-dampening, it makes up for in fuel efficiency and reliability. A five-speed manual transmission is standard, while a four-speed automatic version is offered as an option. The manual transmission allows you to get the most out of the engine, which is limited to light work... Yes, the Harbody's days are numbered. But how many are left? CD97DBI d ' ÿ Nissan Harbody Presentation The most complete silence is surrounding the preparation of a new generation of Nissan light trucks which, in all probability, will be introduced during 1997. Until that time, the Harbody is holding the fort and returns more or less unchanged in relation to last year. No one at Nissan seems to mind this, due to the excellent results the Hardbody obtained during its last campaign. Interior Be forewarned! The Harbody's interior is no longer young. The wedge-shaped dashboard and some controls immediately betray the old-fashioned concept of this truck. Also, instruments are kept at a strict minimum, and some, like the tachometer and the trip mileage indicator, are only available as options. Similarly, a radio and digital clock are offered at extra cost. The bench seat (vinyl on the base model) is still as uncomfortable as ever and only the bucket seats offered in the King Cab version save the day. Driving Impressions Around this time last year, Nissan announced that the six cylinder engine wouldn't be available for the time being (at Nissan, this could mean "indefinitely"), and that only a four-cylinder version would be available on the vehicle. What this 2.4 litre engine lacks in performance, smoothness and sound-dampening, it makes up for in fuel efficiency and reliability. A five-speed manual transmission is standard, while a four-speed automatic version is offered as an option. The manual transmission allows you to get the most out of the engine, which is limited to light work... Yes, the Harbody's days are numbered. But how many are left? CD97DBI d ' ÿ Nissan Maxima Presentation Nissan designers have taken out their pencils and brushes again to touch up the lines of the Maxima. New headlamps and front and rear fairings have spruced up the appearance, while maintaining the freshness of this successful sedan. Nissan, however, has been careful not to modify the mechanical elements of its superb sedan, which are still outstanding in their category. Interior The well finished and attractive Maxima can comfortably accommodate four people. A fifth passenger? Well, he or she would surely protest against the discomfort caused by the bulgy seat back where the center armrest is located. However, the rear baggage compartment can easily hold all of your luggage. Front seats offer only average comfort and support. The dashboard features a complete array of instruments (but still no display of the gearshift position, which makes you have to take your eyes off the road), although some controls are hard to reach or just plain annoying to handle. To be reviewed. Driving Impressions The 3.0 litre V6 engine is a veritable jewel, purrs like a kitten, and gives it all it's got. Acceleration and resuming of speed are energetic. Steering with the manual transmission lacks precision and the automatic is by far your best bet. The suspension absorbs road irregularities with some firmness, yet shows off the high quality of this Nissan. Neutral and predictable, the Maxima can't withstand too much rolling motion and sometimes oversteers. It's hard to find fault with the braking system, since stops are steady and straight. Reliable, well-equipped and competitively priced, the Maxima wears its name well. CD97DBI d 0 ÿ Nissan Pathfinder Presentation The Pathfinder took longer than anticipated to show off its grille in the country's showrooms. More powerful, more modern, more rigid and roomier, the new Pathfinder leaves an impressive calling card compared to the new bigshots in its category. Interior The Pathfinder is bigger, dressier and nobler than its predecessor. To emphasize this impression, Nissan offers a choice of colours which are as sad as a rainy day. But you can feel the real disappointment as soon as you look at the steps surrounding this utility vehicle's wheelbase: common metal pipes, painted black, on which rest four narrow plates you have to look at twice before stepping on. The carefully revamped interior isn't too flashy, however. The dashboard features a complete range of instruments, logically located, and an airbag on the front passenger's side. The ones that will benefit the most from this remodeling remain the rear passengers and your suitcases. Driving Impressions The Pathfinder has a 3.3 litre, single overhead camshaft V6 engine offering more power and torque at low RPM than the 3.0 litre originally proposed. The new Pathfinder is also lighter than its predecessor, according to Nissan. In theory, its weight-power ratio should be a winner; but, in fact, this 3.3 litre seems out of breath, soft and lethargic. Acceleration times confirm this: the Pathfinder inhales its competitors' exhaust fumes and, to make matters worse, doesn't even perform soberly. However, steering is more precise than that of the previous model, while the suspension offers exceptional driving comfort. Just like its rivals, the Pathfinder braking is average, yet it still keeps on its path. To conclude, a word on the integral transmission. The transfer case of the model tested was not only hard to engage correctly, but was also fragile, thus confirming some of the complaints made by consumers. This should be checked. The redesign of the Pathfinder has given rise to a more well-balanced, rigid, luxurious and roomy vehicle. However, during the course of this metamorphosis, it has lost part of its character and, most of all, its agility. Pity. CD97DBI d 9 ÿ NISSAN QUEST Presentation The Nissan Quest has a twin sister, the Ford Villager. The chassis and main mechanical components are Japanese (based on the Maxima) but assembled in the U.S., at Ford's Ohio plant. The Villager is one of Ford's trio with the Windstar and Aerostar, but at Nissan the Quest stands alone as a multi-use vehicle since the withdrawal of the Axxess and Multi. It comes in two versions, the XE and GXE. The bumpers, grill, light package and side structural bars were changed in 1996. This year, the main modification has been to reinforce the side frame to meet new American side-impact standards. In addition, some new exterior colours have replaced old ones. The features distinguishing the Quest from the Villager are as minor as those separating a Mercury Sable from a Ford Taurus. The second sliding door on the left offered as an option by Chrysler and now on GM's Venture and Trans Sport may well be a great hit, but Nissan and Ford don't give that choice yet. Interior When the two vehicles were created in 1993, the partners agreed that Nissan would offer a more expensive but more luxurious product. Over time, the features gap has lessened, and last year Nissan took away some of the toys to keep in the race. The addition of a passenger-side airbag has finally done away with the motorized seatbelts. The front seats are orthopedically sound. The centre seating (bench or bucket) removes completely. With the centre area thus freed, the rear seat can be moved forward and fixed in one of five different positions along a 64-inch rail. The six main seats each have a head rest. With seven passengers, avoid the rear bench to spare your knees. It is just about acceptable in the central position. Nissan also offers a central seat with built-in child restraint seats for those from 9 to 27 kg. Captain's chairs are an option on the XE as well. Driving Impressions Under the hood of a Quest or Villager purrs a 3.0 litre Nissan V6 with single overhead cam and multipoint sequential fuel injection. Borrowed from the Maxima, but with 12 valves instead of 24, the engine reaches 151 horsepower (the Maxima 90); this makes it quite comparable to Chrysler's V6 which has the same number of cylinders and attains 150 hp. Chrysler, on the other hand, also offers a 3.3 litre 158 horsepower and a 3.8 litre 166 horsepower. Disk/drum brakes are on both Quests; a change from 1995, when the GXE had four disk brakes! The Quest transports its passengers in a cocoon of comfort. The "road gear" package includes sportier springs and shocks, a roll bar, a cable bundle for connecting a trailer, P215/70R15 tires (in place of P295/75R15) and a full-size spare. This option group is now standard on the GXE version. Unlike the Mazda MPV and Toyota Previa, the Quest is front-wheel drive, which makes all the difference in winter CD97DBI d ( ÿ Nissan Sentra Presentation At first glance, you might think that the Nissan Sentra's qualities would fit into a thimble. You'd be wrong. Completely revamped two years ago, this sub-compact certainly belies those who thought Japanese quality was overpriced. The Sentra shines with its two airbags, high-quality ABS system and patented multi-arm rear suspension. Interior The austere interior can accommodate four people. Seats offer adequate support and the rear seat can be partly or entirely folded down to increase space in the trunk. The dashboard is sober and well-moulded, and features easy-to-read instruments, though lacking a tachometer which is exclusive to the GLE version, the least popular of the models. On the other hand, all Sentras have tilt steering and the inevitable cup holder. Driving Impressions On the road, the 1.6 litre, four-cylinder engine shows a lot of driveability, but it whines under a heavy load. The manual transmission is precise, though gear staggering favours fuel consumption over performance. All the better, because the braking system (disc/drum) is not a model of efficiency and, to make matters worse, the brake pedal is hard to modulate. Relatively long stopping distances are due to the narrow tires and poor braking grip. Aside from the flexible suspension, which causes significant rolling motion in curves, the narrow tread is detrimental to the Sentra's actual potential. Obedient, sound and well-balanced, this "small" car doesn't go to extremes, nor ignite any passion. But watch out, it gives total satisfaction to those who own it. CD97DBI d 4 ÿ Oldsmobile Achieva Presentation The N platform used for the Skylark, Achieva and Grand AM holds absolutely no secrets for the engineers who've brought it to its ultimate stage of development over the past 12 years. Some youthful errors have been corrected over the course of various revampings, while others seem to be around for good, much like a birthmark. All this to say that this compact, on the market under three aliases, is headed for retirement with the only rewards for services rendered consisting of new exterior colors and a standard air conditioning system. Interior Revised in detail two years ago, the interior on the Skylark, Achieva and Grand AM is modern and features detailed and easy-to-read instrumentation. Controls have been carefully positioned and they're easy to use. After all these years, though, it's too bad that assembly quality is still inconsistent and the driving position is still too low. Furthermore, the very poorly designed seats offer so little comfort and support they'll have you thinking that their springs and padding come from a vehicle that's been on the road for ages and ages. The rear is roomy enough for two adults or three children. The trunk is fairly big and the rear seat folds down for extra space. However, there's no cargo net to keep things snugly in place. Driving Impressions When it's out on the road, the N platform has a very hard time hiding its age. The suspension reacts stiffly to road defects, which has a negative effect on passenger comfort. The steering system is fairly precise, but the original 14-inch tires tend to accentuate understeering. When it comes to road stability, the antiskid system offers only very average efficiency and the same holds true for braking power, which tends to fade quite fast. The 16-valve four-cylinder engine doesn't have the reassuring sound or the low speed torque that the 3.1L V6 has, but its performance levels are still decent and its fuel economy is good. There's really not much to criticize about the four-speed automatic transmission or the five-speed manual (exclusive to the four-cylinder engine). This series owes much of its success to General Motors aggressive approach and to dealers willing to sell it at an attractive price. CD97DBI d 4 ÿ Oldsmobile Achieva Presentation The N platform used for the Skylark, Achieva and Grand AM holds absolutely no secrets for the engineers who've brought it to its ultimate stage of development over the past 12 years. Some youthful errors have been corrected over the course of various revampings, while others seem to be around for good, much like a birthmark. All this to say that this compact, on the market under three aliases, is headed for retirement with the only rewards for services rendered consisting of new exterior colors and a standard air conditioning system. Interior Revised in detail two years ago, the interior on the Skylark, Achieva and Grand AM is modern and features detailed and easy-to-read instrumentation. Controls have been carefully positioned and they're easy to use. After all these years, though, it's too bad that assembly quality is still inconsistent and the driving position is still too low. Furthermore, the very poorly designed seats offer so little comfort and support they'll have you thinking that their springs and padding come from a vehicle that's been on the road for ages and ages. The rear is roomy enough for two adults or three children. The trunk is fairly big and the rear seat folds down for extra space. However, there's no cargo net to keep things snugly in place. Driving Impressions When it's out on the road, the N platform has a very hard time hiding its age. The suspension reacts stiffly to road defects, which has a negative effect on passenger comfort. The steering system is fairly precise, but the original 14-inch tires tend to accentuate understeering. When it comes to road stability, the antiskid system offers only very average efficiency and the same holds true for braking power, which tends to fade quite fast. The 16-valve four-cylinder engine doesn't have the reassuring sound or the low speed torque that the 3.1L V6 has, but its performance levels are still decent and its fuel economy is good. There's really not much to criticize about the four-speed automatic transmission or the five-speed manual (exclusive to the four-cylinder engine). This series owes much of its success to General Motors aggressive approach and to dealers willing to sell it at an attractive price. CD97DBI d 5 ÿ Oldsmobile Aurora Presentation The Oldsmobile division celebrated its 99th birthday in mid-August. The maker's cars have long appealed to older buyers, and when Buick decided to address the same target market, Oldsmobile was forced to do some soul-searching. The Aurora's introduction in 1995 was a pleasant surprise and sign that there's hope for the future. We hope the Aurora is just the first in a series of contemporary, even futuristic, cars. Oldsmobile doesn't hide the fact that it is meant to interest buyers who like imports. So the Aurora keeps the chrome to a minimum and almost looks like an experimental car that was mass-produced overnight. The stylists had a "four-door Porsche" in mind, and this car really does turn heads. No grill, just a hawkish front end that flows into cinched lower body lines and arching windows you'd usually see on a convertible. Interior The centre console, which includes vents for rear airflow and dual cup-holders, is the same as the one in the Oldsmobile LSS. One new feature: when you put the car in reverse, the right door mirror side tilts down so you can see the approaching curb. The electrochromic inside mirror has a compass, the heated leather seats are now standard, the ski hatch has a lock, and the trunk itself is protected by the standard theft-deterrent system. Controls for the air-conditioning and the good Bose sound system are located on the steering wheel. The only touch of chrome to be found is on the door handles. Overall, it's hard to believe this is a North American car! In this cabin, all is rounded, tasteful, and practical. Driving Impressions The Aurora is designed to, and delivers, the kind of massive yet supple road handling that only such imports as the BMW 528I, the Mazda Millenia, and the Infiniti J30 are able to provide. Every one of the 250 horses in the 4.0 liter, 32-valve V8 pulls its own weight. Drive to the front wheels is channeled by an automatic transmission that can handle a sedate pace or a sportier ride, when needed. Rivals equipped with a V8 of equivalent capacity (Infiniti Q45 and Lexus LS400) are a lot more expensive. The Aurora's spirit will paste a grin on your face and your back against the seat. It has only one aerodynamic flaw: the outside mirrors. They're attractive, yes, but they produce the only air noise likely to disturb an otherwise quiet drive. Also, the driver's left leg bumps against the door, which is a bit too close to the dash. Overall, the Oldsmobile Aurora is doing a great job of preparing aging baby boomers for the Year 2000. CD97DBI d 0 ÿ Oldsmobile Cutlass Supreme Presentation It's tempting not to do like some art critics: use only one line to hand down the verdict on the Cutlass Supreme, chosen as this year's warm-up act for the Oldsmobile lineup. After all, the public has eyes only for the new Intrigue, Oldsmobile's up and coming star, relegated to backstage until next spring. In the meantime, in the spotlight the Cutlass Supreme is back with the same old number. Interior We've seen all there is to see on this intermediate, introduced close to 10 years ago. The only change it has undergone in all these years is a dashboard redesign 24 months ago, a process made necessary by the passenger-side airbag. At the same time, a few controls and instruments were revised as well. The roomy interior still has the same comfortable seats, but storage spaces are still a no-show, no matter how practical they could be. Overall, presentation is good, but it's too bad that after all this time the workers in the assembly line in Doraville, Georgia still don't seem to give their full attention to finishing as vehicles slowly pass through their stations. Driving Impressions The Cutlass Supreme was never as successful as expected. Its handling is predictable, with not the smallest spark of excitement. In other words, the standard suspension is soft and there's far too much roll when cornering. As for the so-called sport suspension, available as an option, while it partially solves both drawbacks, it does so only by sacrificing some of the original comfort. The Cutlass Supreme's fairly long turning radius does nothing to make it agile. The 3.1L V6 offers very average performance levels and can be noisy during acceleration. Luckily for us, the optional 3.4L V6 is more convincing and is a perfect match for the four-speed automatic transmission, the only one available. Wild applause or merciless booing, it doesn't really matter; the Oldsmobile Cutlass Supreme is simply waiting for the final curtain to drop before it goes into retirement for good. CD97DBI d 0 ÿ Oldsmobile Cutlass Supreme Presentation It's tempting not to do like some art critics: use only one line to hand down the verdict on the Cutlass Supreme, chosen as this year's warm-up act for the Oldsmobile lineup. After all, the public has eyes only for the new Intrigue, Oldsmobile's up and coming star, relegated to backstage until next spring. In the meantime, in the spotlight the Cutlass Supreme is back with the same old number. Interior We've seen all there is to see on this intermediate, introduced close to 10 years ago. The only change it has undergone in all these years is a dashboard redesign 24 months ago, a process made necessary by the passenger-side airbag. At the same time, a few controls and instruments were revised as well. The roomy interior still has the same comfortable seats, but storage spaces are still a no-show, no matter how practical they could be. Overall, presentation is good, but it's too bad that after all this time the workers in the assembly line in Doraville, Georgia still don't seem to give their full attention to finishing as vehicles slowly pass through their stations. Driving Impressions The Cutlass Supreme was never as successful as expected. Its handling is predictable, with not the smallest spark of excitement. In other words, the standard suspension is soft and there's far too much roll when cornering. As for the so-called sport suspension, available as an option, while it partially solves both drawbacks, it does so only by sacrificing some of the original comfort. The Cutlass Supreme's fairly long turning radius does nothing to make it agile. The 3.1L V6 offers very average performance levels and can be noisy during acceleration. Luckily for us, the optional 3.4L V6 is more convincing and is a perfect match for the four-speed automatic transmission, the only one available. Wild applause or merciless booing, it doesn't really matter; the Oldsmobile Cutlass Supreme is simply waiting for the final curtain to drop before it goes into retirement for good. CD97DBI d 2 ÿ Oldsmobile Eighty Eight Presentation It's been said before: there's nobody like General Motors when it comes to developing a variety of models based on a single platform. And the LeSabre, Eighty Eight and Bonneville are ample proof that the world's Number 1 car-builder hasn't lost any of its magic-making powers. This year, the Buick has a fresh new look, while the Pontiac and Oldsmobile have been given only a few very discreet touchups. Every dog has its day. Interior Although they share the same lineage, these three sedans all have their own distinctive personality. The LeSabre likes wide strips of wood around the dashboard and on front doors; the Bonneville prefers a two-tone color treatment and orange-tinted instrumentation; the Eighty Eight boasts a tasteful band of wood in addition to inheriting the Aurora's console (standard on the LSS, and noteworthy because it fits right into the dashboard). The interior is huge and there's room to spare in the front and rear, but storage spaces are at a premium. Sideview mirrors are so small, they make some manoeuvres dangerous. Driving Impressions The LeSabre, Eighty Eight and Bonneville aren't the easiest models to buy. A good understanding of the options catalogue is essential, unless you really don't mind ending up behind the wheel of a very unappealing car. Handling is very closely tied to the choice of suspension and tires. Very ordinary on the base version, road stability is more reassuring provided you've loosened your purse strings. The Series II 3800 V6 is a good match for this trio's purpose in life. Its supercharged version generates powerful acceleration, but at times it can be hard to capitalize on because of the weakling brakes (a mix of discs and drums). And who is the manufacturing kidding: the antiskid system shows up on the options list when it's standard on a Cavalier! It takes more than the heavy makeup these intermediates are sporting to hide the fact that they've reached the age when the first retirement cheque usually comes in the mail. CD97DBI d ÿ Oldsmobile Intrigue As we put the finishing touches on the Auto 97 CD, we were unable to give you our impressions on the new Oldsmobile Intrigue. The reason is simple: the vehicle had not yet been unveiled to the specialized press. Instead of sharing a few vague or downright fanciful impressions, we suggest you visit our Internet site on a later date. As soon as the year's latest automobiles are introduced in all their splendor, you can find out exactly what the Auto CD team has to say about them. Printed automobile guides have to wait a whole year before they can fill in the blanks they were forced in leave behind. Too bad for them... CD97DBI d 3 ÿ Plymouth Breeze Presentation It's hard to shine in a market segment as crowded as the one occupied by compacts. Nonetheless the Chrysler corporation has managed to leave its mark thanks to a commercialization strategy developed point by point, forcing the specialized media to shine not one, but three spotlights on its JA series trio. Despite their many resemblances, the Cirrus, Stratus and Breeze each take on the identity of the divisions responsible for selling them and so they can be sporty (Dodge), luxurious (Chrysler) or economical (Plymouth). This is a winning three-member team, but still it suffers a bit when compared to the LS sedans, roomier and not that much more expensive to buy. Interior Sleek lines, good sizing - these models have looks that deserve the most flattering of adjectives. Inside, Chrysler's efforts at creating a welcoming ambiance are a very pleasant surprise. The Cirrus's warm fake wood inlays are in sharp contrast to the plastic used on the Breeze and Stratus. The driving position, instrumentation and control positioning don't deserve any particular criticism. Storage spaces used to be limited in number, but the addition of a new dual-purpose console (armrest and storage bin) has improved things. Meanwhile, the gearshift lever is now located in a new back-lit grille. Visibility is good from all angles except for the rear, where it is limited by the high trunk lid. Finishing shows improvement, but still needs some work. Driving Impressions The V6 lacks power in the lower rpm range and gets noisier as it climbs to higher levels. And it's not the best match for the automatic transmission, the only alternative. The 2.0L four-cylinder provides modest power given the model's weight, but the five-speed manual transmission lets the driver have a bit of fun with shifting. These three compacts grip the road with rare tenacity and immediately earn their drivers' trust. However, they're behavior isn't as predictable when you have to stop; the ABS system quickly demonstrates that it isn't designed to shorten stopping distances. Well calibrated, the suspension causes minimal roll, but when road conditions are poor it can react harshly at times. CD97DBI d 0 ÿ Plymouth Voyager Presentation Thirteen years in power will tire you out, say parliamentary observers. That is not true in the automotive business, where the Caravan, Voyager, and Town & Country win their elections year in, year out. And it's not for lack of opposition, either! The second generation, which was introduced in 1994, is proving to be more versatile, more generous, more modern, more refined and as innovative as the first. All it needed was all-wheel drive, which is now available on the extended wheelbase versions. Interior The interior of this assembled-in-Canada minivan is successful from a design standpoint. The inexpensive appearance of some of the plastics is an irritant, as are a few finishing touches, but overall, this minivan is without a doubt what Chrysler currently does best. With its plunging hood and excellent panoramic visibility, the vehicle inspires a feeling of confidence that is marred only by the bulky size of the extended wheelbase version. The interior is impressively roomy, although luggage space on the regular version is a bit cramped when all the seats are up. Although it's mounted on wheels, the rear benchseat is as hard as ever to get into position. As for the optional second sliding door for the driver's side, don't look at the price, just go for it. Driving Impressions Of all the available engines, the 3.8 liter V6 is the best, followed closely by the 3.3 liter V6, which also has the advantage of being more economical at the pump. The 3.0 liter V6 and the 2.4 liter four-cylinder are short-winded, especially with the three-speed automatic transmission that is standard with them. Road handling is as impressive as ever, particularly with the 16-inch tires (which, unfortunately, only accompany the high-end model). The latter model is also the only one with traction control, not the most sophisticated but still handy on slippery surfaces. Like many other minivans, the brakes (discs/drums), even coupled with ABS, are susceptible to heating, despite Chrysler's efforts to correct this. The all-wheel drive version, for its part, has four disc brakes. Notwithstanding their minor flaws, these minivans will be popular with buyers as long as no worthy opponent appears on the scene. CD97DBI d ) ÿ Plymouth Neon Presentation The still-perky Neon seems to have what it takes to win over Generation Xers (the 18 to 32 age group). Unfortunately, most of those buyers are still hooked on their Hondas. Maybe the new, optional "Tango" seat fabric on the 1997 Neon will make them change their minds. For Chrysler's sake, we hope so, since any other changes made to the car are minor. An EX version could very well be in the lineup again this year to tempt first-time car buyers to consider that sub-compact. Interior The car is rightly known for its spacious interior, but finishing is irregular and the plush seats are neither terribly comfortable nor very practical to maintain. The massive, intrusive dashboard has one control less than it did, as the essential tachometer is no longer standard. Is assembly quality also optional? One thing's for sure: with a strong wind, the powerful jets of water from the automatic windshield washer nozzles end up dripping through the side windows, which have no bezels. Driving Impressions None of us are getting any younger, and that goes for the Neon, too. The two 2.9 liter four-cylinder engines (one with 8-valve cylinder head, the other with 16) are both powerful and rugged. They can be teamed with an optional three-speed automatic transmission that is crude and awkward. The well-balanced steering plays a big part in driving pleasure. The suspension is reasonably comfortable, but the antilock system barely masks the weak brakes, which are already known for their lack of staying power and instability. This flaw is even unnerving with the most powerful engine (150 hp). What do we need to retain about the Neon? That it is a rough draft of an excellent car, and that we can't wait to see the final version. CD97DBI d ) ÿ Plymouth Neon Presentation The still-perky Neon seems to have what it takes to win over Generation Xers (the 18 to 32 age group). Unfortunately, most of those buyers are still hooked on their Hondas. Maybe the new, optional "Tango" seat fabric on the 1997 Neon will make them change their minds. For Chrysler's sake, we hope so, since any other changes made to the car are minor. An EX version could very well be in the lineup again this year to tempt first-time car buyers to consider that sub-compact. Interior The car is rightly known for its spacious interior, but finishing is irregular and the plush seats are neither terribly comfortable nor very practical to maintain. The massive, intrusive dashboard has one control less than it did, as the essential tachometer is no longer standard. Is assembly quality also optional? One thing's for sure: with a strong wind, the powerful jets of water from the automatic windshield washer nozzles end up dripping through the side windows, which have no bezels. Driving Impressions None of us are getting any younger, and that goes for the Neon, too. The two 2.9 liter four-cylinder engines (one with 8-valve cylinder head, the other with 16) are both powerful and rugged. They can be teamed with an optional three-speed automatic transmission that is crude and awkward. The well-balanced steering plays a big part in driving pleasure. The suspension is reasonably comfortable, but the antilock system barely masks the weak brakes, which are already known for their lack of staying power and instability. This flaw is even unnerving with the most powerful engine (150 hp). What do we need to retain about the Neon? That it is a rough draft of an excellent car, and that we can't wait to see the final version. CD97DBI d # ÿ Plymouth Prowler Presentation Will the Prowler inject new life into the Plymouth division, as the Viper did for Dodge? Good question. One thing is sure: the few units that will be produced (we heard 5,000, all crimson) are sure to be snapped up by the kind of people who like to show off their eccentric tastes in cars in front of snack bars and diners. Interior The Prowler's interior is a nod to the past, with controls arranged all in a row to the passenger side and a tachometer on the steering column. The cabin ends with the two seat backs and there isn't the slightest bit of room for anything but the occupants. You'd have to store personal items in the trunk, which is about the size of a bird's gizzard. To address this minor detail, Chrysler is planning to come out with a trailer with the same retro design as the Prowler! Driving Impressions Chrysler says the Prowler will be the result of real technological prowess. More prosaically, this modern-day roadster is closely derived from the LH, from which it borrowed elements of the chassis, and the 3.5 liter V6 engine has been reworked to develop more than 200 horsepower. The four-speed Autostick channels power to the 20-inch rear drive wheels (yes, it is a rear-wheel vehicle). Cars on CD is waiting for the firm's invitation to try the final version of the Prowler. Our road test will be available on our Internet site... stay tuned. CD97DBI d 0 ÿ Plymouth Voyager Presentation Thirteen years in power will tire you out, say parliamentary observers. That is not true in the automotive business, where the Caravan, Voyager, and Town & Country win their elections year in, year out. And it's not for lack of opposition, either! The second generation, which was introduced in 1994, is proving to be more versatile, more generous, more modern, more refined and as innovative as the first. All it needed was all-wheel drive, which is now available on the extended wheelbase versions. Interior The interior of this assembled-in-Canada minivan is successful from a design standpoint. The inexpensive appearance of some of the plastics is an irritant, as are a few finishing touches, but overall, this minivan is without a doubt what Chrysler currently does best. With its plunging hood and excellent panoramic visibility, the vehicle inspires a feeling of confidence that is marred only by the bulky size of the extended wheelbase version. The interior is impressively roomy, although luggage space on the regular version is a bit cramped when all the seats are up. Although it's mounted on wheels, the rear benchseat is as hard as ever to get into position. As for the optional second sliding door for the driver's side, don't look at the price, just go for it. Driving Impressions Of all the available engines, the 3.8 liter V6 is the best, followed closely by the 3.3 liter V6, which also has the advantage of being more economical at the pump. The 3.0 liter V6 and the 2.4 liter four-cylinder are short-winded, especially with the three-speed automatic transmission that is standard with them. Road handling is as impressive as ever, particularly with the 16-inch tires (which, unfortunately, only accompany the high-end model). The latter model is also the only one with traction control, not the most sophisticated but still handy on slippery surfaces. Like many other minivans, the brakes (discs/drums), even coupled with ABS, are susceptible to heating, despite Chrysler's efforts to correct this. The all-wheel drive version, for its part, has four disc brakes. Notwithstanding their minor flaws, these minivans will be popular with buyers as long as no worthy opponent appears on the scene. CD97DBI d 2 ÿ Pontiac Bonneville Presentation It's been said before: there's nobody like General Motors when it comes to developing a variety of models based on a single platform. And the LeSabre, Eighty Eight and Bonneville are ample proof that the world's Number 1 car-builder hasn't lost any of its magic-making powers. This year, the Buick has a fresh new look, while the Pontiac and Oldsmobile have been given only a few very discreet touchups. Every dog has its day. Interior Although they share the same lineage, these three sedans all have their own distinctive personality. The LeSabre likes wide strips of wood around the dashboard and on front doors; the Bonneville prefers a two-tone color treatment and orange-tinted instrumentation; the Eighty Eight boasts a tasteful band of wood in addition to inheriting the Aurora's console (standard on the LSS, and noteworthy because it fits right into the dashboard). The interior is huge and there's room to spare in the front and rear, but storage spaces are at a premium. Sideview mirrors are so small, they make some manoeuvres dangerous. Driving Impressions The LeSabre, Eighty Eight and Bonneville aren't the easiest models to buy. A good understanding of the options catalogue is essential, unless you really don't mind ending up behind the wheel of a very unappealing car. Handling is very closely tied to the choice of suspension and tires. Very ordinary on the base version, road stability is more reassuring provided you've loosened your purse strings. The Series II 3800 V6 is a good match for this trio's purpose in life. Its supercharged version generates powerful acceleration, but at times it can be hard to capitalize on because of the weakling brakes (a mix of discs and drums). And who is the manufacturing kidding: the antiskid system shows up on the options list when it's standard on a Cavalier! It takes more than the heavy makeup these intermediates are sporting to hide the fact that they've reached the age when the first retirement cheque usually comes in the mail. CD97DBI d ; ÿ Pontiac Firebird Presentation We didn't have the privilege of experiencing the heady times when gasoline flowed freely in the carburettors of V8 engine and when it was easy to impress friends (male or female) by shining your car's rear tires until they threatened to burst. Nostalgia-lovers be warned: General Motors is marketing two "time-travel machines" with its Camaro and Firebird. In their most extreme versions, namely the SS and the Trans Am Ram Air, they promise to bring back your "young and restless" days. Interior Lines are a cartoon rendition from the 1960s, complete with extra wide tires and an air intake (with flaring nostrils) on the hood. The wide and heavy doors (be careful not to scrape the sidewalk, this car is low) open onto a surprisingly cramped cockpit considering the outside dimensions. The two narrow rear seats can accommodate only very docile children, old enough not to need a child's seat and capable of travelling without a security blanket or favorite toys. The front-seat passenger will find it hard to understand why there's a strange bump at his or her feet (for your information, it's the catalyzer). Some consolation comes buy watching the driver, who inevitably and regularly bumps his or her head against the cement-hard headrest. The trunk is hardly worth mentioning given its heavy lid, high sill and cargo room barely enough to take on three grocery bags. Ideal for anyone on an endless low-cal diet! Driving Impressions There are good things and bad things about driving the Camaro and Firebird. Acceleration and passing power are stupendous. Both models cling to the road like Velcro and the steering system has the precise reflexes of a heart surgeon. On the other hand, the six-speed manual transmission requires a hand and foot of steel, and a shockproof back is a must to handle clearly telegraphed road defects, especially on the SS and Trans Am Ram Air versions, where wheel travel is just about nonexistent. The automatic transmission is fine-tuned, but its torque makes shifting gears a rather harrowing process. Since it isn't as wild as the V8, the 3.8L V6 is unquestionably the best choice for anyone who wants to drive a car that's easy to live with on a day to day basis. This coupe's strong tendency to oversteering (with lifting in the rear) is spectacular but very tiring in the long run. Lastly, brakes are hard to gauge because of a firm pedal and their efficiency is average given the high-performance capabilities of these mean machines. The Camaro and Firebird bring back what's best about the past and for some people, that's enough to forget that their electrifying performance is matched only by their rudimentary outfitting. CD97DBI d ; ÿ Pontiac Firebird Presentation We didn't have the privilege of experiencing the heady times when gasoline flowed freely in the carburettors of V8 engine and when it was easy to impress friends (male or female) by shining your car's rear tires until they threatened to burst. Nostalgia-lovers be warned: General Motors is marketing two "time-travel machines" with its Camaro and Firebird. In their most extreme versions, namely the SS and the Trans Am Ram Air, they promise to bring back your "young and restless" days. Interior Lines are a cartoon rendition from the 1960s, complete with extra wide tires and an air intake (with flaring nostrils) on the hood. The wide and heavy doors (be careful not to scrape the sidewalk, this car is low) open onto a surprisingly cramped cockpit considering the outside dimensions. The two narrow rear seats can accommodate only very docile children, old enough not to need a child's seat and capable of travelling without a security blanket or favorite toys. The front-seat passenger will find it hard to understand why there's a strange bump at his or her feet (for your information, it's the catalyzer). Some consolation comes buy watching the driver, who inevitably and regularly bumps his or her head against the cement-hard headrest. The trunk is hardly worth mentioning given its heavy lid, high sill and cargo room barely enough to take on three grocery bags. Ideal for anyone on an endless low-cal diet! Driving Impressions There are good things and bad things about driving the Camaro and Firebird. Acceleration and passing power are stupendous. Both models cling to the road like Velcro and the steering system has the precise reflexes of a heart surgeon. On the other hand, the six-speed manual transmission requires a hand and foot of steel, and a shockproof back is a must to handle clearly telegraphed road defects, especially on the SS and Trans Am Ram Air versions, where wheel travel is just about nonexistent. The automatic transmission is fine-tuned, but its torque makes shifting gears a rather harrowing process. Since it isn't as wild as the V8, the 3.8L V6 is unquestionably the best choice for anyone who wants to drive a car that's easy to live with on a day to day basis. This coupe's strong tendency to oversteering (with lifting in the rear) is spectacular but very tiring in the long run. Lastly, brakes are hard to gauge because of a firm pedal and their efficiency is average given the high-performance capabilities of these mean machines. The Camaro and Firebird bring back what's best about the past and for some people, that's enough to forget that their electrifying performance is matched only by their rudimentary outfitting. CD97DBI d ; ÿ Pontiac Firebird Presentation We didn't have the privilege of experiencing the heady times when gasoline flowed freely in the carburettors of V8 engine and when it was easy to impress friends (male or female) by shining your car's rear tires until they threatened to burst. Nostalgia-lovers be warned: General Motors is marketing two "time-travel machines" with its Camaro and Firebird. In their most extreme versions, namely the SS and the Trans Am Ram Air, they promise to bring back your "young and restless" days. Interior Lines are a cartoon rendition from the 1960s, complete with extra wide tires and an air intake (with flaring nostrils) on the hood. The wide and heavy doors (be careful not to scrape the sidewalk, this car is low) open onto a surprisingly cramped cockpit considering the outside dimensions. The two narrow rear seats can accommodate only very docile children, old enough not to need a child's seat and capable of travelling without a security blanket or favorite toys. The front-seat passenger will find it hard to understand why there's a strange bump at his or her feet (for your information, it's the catalyzer). Some consolation comes buy watching the driver, who inevitably and regularly bumps his or her head against the cement-hard headrest. The trunk is hardly worth mentioning given its heavy lid, high sill and cargo room barely enough to take on three grocery bags. Ideal for anyone on an endless low-cal diet! Driving Impressions There are good things and bad things about driving the Camaro and Firebird. Acceleration and passing power are stupendous. Both models cling to the road like Velcro and the steering system has the precise reflexes of a heart surgeon. On the other hand, the six-speed manual transmission requires a hand and foot of steel, and a shockproof back is a must to handle clearly telegraphed road defects, especially on the SS and Trans Am Ram Air versions, where wheel travel is just about nonexistent. The automatic transmission is fine-tuned, but its torque makes shifting gears a rather harrowing process. Since it isn't as wild as the V8, the 3.8L V6 is unquestionably the best choice for anyone who wants to drive a car that's easy to live with on a day to day basis. This coupe's strong tendency to oversteering (with lifting in the rear) is spectacular but very tiring in the long run. Lastly, brakes are hard to gauge because of a firm pedal and their efficiency is average given the high-performance capabilities of these mean machines. The Camaro and Firebird bring back what's best about the past and for some people, that's enough to forget that their electrifying performance is matched only by their rudimentary outfitting. CD97DBI d ; ÿ Pontiac Firebird Presentation We didn't have the privilege of experiencing the heady times when gasoline flowed freely in the carburettors of V8 engine and when it was easy to impress friends (male or female) by shining your car's rear tires until they threatened to burst. Nostalgia-lovers be warned: General Motors is marketing two "time-travel machines" with its Camaro and Firebird. In their most extreme versions, namely the SS and the Trans Am Ram Air, they promise to bring back your "young and restless" days. Interior Lines are a cartoon rendition from the 1960s, complete with extra wide tires and an air intake (with flaring nostrils) on the hood. The wide and heavy doors (be careful not to scrape the sidewalk, this car is low) open onto a surprisingly cramped cockpit considering the outside dimensions. The two narrow rear seats can accommodate only very docile children, old enough not to need a child's seat and capable of travelling without a security blanket or favorite toys. The front-seat passenger will find it hard to understand why there's a strange bump at his or her feet (for your information, it's the catalyzer). Some consolation comes buy watching the driver, who inevitably and regularly bumps his or her head against the cement-hard headrest. The trunk is hardly worth mentioning given its heavy lid, high sill and cargo room barely enough to take on three grocery bags. Ideal for anyone on an endless low-cal diet! Driving Impressions There are good things and bad things about driving the Camaro and Firebird. Acceleration and passing power are stupendous. Both models cling to the road like Velcro and the steering system has the precise reflexes of a heart surgeon. On the other hand, the six-speed manual transmission requires a hand and foot of steel, and a shockproof back is a must to handle clearly telegraphed road defects, especially on the SS and Trans Am Ram Air versions, where wheel travel is just about nonexistent. The automatic transmission is fine-tuned, but its torque makes shifting gears a rather harrowing process. Since it isn't as wild as the V8, the 3.8L V6 is unquestionably the best choice for anyone who wants to drive a car that's easy to live with on a day to day basis. This coupe's strong tendency to oversteering (with lifting in the rear) is spectacular but very tiring in the long run. Lastly, brakes are hard to gauge because of a firm pedal and their efficiency is average given the high-performance capabilities of these mean machines. The Camaro and Firebird bring back what's best about the past and for some people, that's enough to forget that their electrifying performance is matched only by their rudimentary outfitting. CD97DBI d 6 ÿ Pontiac Firefly Presentation With the Metro and the Firefly, General Motors wants "to change consumer perception of small economical cars". And the world's Number 1 automobile manufacturer has formidable arguments to support its premise since the style and safety level (dual airbags and ABS brakes) of these two minis, assembled in Ontario, can stand up to just about any fair comparison. In 1997, two new colors are available, but the SE and LSi versions have been withdrawn. The two-door coupe still has its three-cylinder engine, with a 3.1L four-cylinder available as an option (standard on the sedan). Interior Four people can squeeze into these minis, which offer barely acceptable roominess and comfort levels. Presentation is marginal and instrumentation is rudimentary to say the least. Standard equipment is minimal as well, but the long list of optional accessories can make life a lot easier. An example? How about three: the baggage area screen (coupe), the rear windshield washer/wiper (coupe) and the split folddown rear seat (sedan). Driving Impressions You can't have everything! When the Metro and Firefly were revised two years ago, they kept their bare-bones base and optional mechanical systems although their equipment and interior dimensions were improved. On the other hand, their asking price no longer makes them a bargain. Fun to drive in the city, these minis are a nightmare on highways. The steering system is very light and imprecise at cruising speeds and during parking manoeuvres, it quickly becomes extremely heavy because it has no assistance mechanism (optional only on the sedan). Potential buyers should also take note that the three-speed transmission is a considerable drawback for the four-cylinder engine. The best bet is the standard manual transmission, which gives the engine free rein to express itself. The three-cylinder, known as the most economical on the market based on Transport Canada fuel consumption ratings, moves along at a snail's pace. Avoid. Given the cost of options, however interesting they may be, and the limited number of uses these vehicles lend themselves to, this particular General Motors alternative isn't as good as it may seem on first glance. CD97DBI d 6 ÿ Pontiac Firefly Presentation With the Metro and the Firefly, General Motors wants "to change consumer perception of small economical cars". And the world's Number 1 automobile manufacturer has formidable arguments to support its premise since the style and safety level (dual airbags and ABS brakes) of these two minis, assembled in Ontario, can stand up to just about any fair comparison. In 1997, two new colors are available, but the SE and LSi versions have been withdrawn. The two-door coupe still has its three-cylinder engine, with a 3.1L four-cylinder available as an option (standard on the sedan). Interior Four people can squeeze into these minis, which offer barely acceptable roominess and comfort levels. Presentation is marginal and instrumentation is rudimentary to say the least. Standard equipment is minimal as well, but the long list of optional accessories can make life a lot easier. An example? How about three: the baggage area screen (coupe), the rear windshield washer/wiper (coupe) and the split folddown rear seat (sedan). Driving Impressions You can't have everything! When the Metro and Firefly were revised two years ago, they kept their bare-bones base and optional mechanical systems although their equipment and interior dimensions were improved. On the other hand, their asking price no longer makes them a bargain. Fun to drive in the city, these minis are a nightmare on highways. The steering system is very light and imprecise at cruising speeds and during parking manoeuvres, it quickly becomes extremely heavy because it has no assistance mechanism (optional only on the sedan). Potential buyers should also take note that the three-speed transmission is a considerable drawback for the four-cylinder engine. The best bet is the standard manual transmission, which gives the engine free rein to express itself. The three-cylinder, known as the most economical on the market based on Transport Canada fuel consumption ratings, moves along at a snail's pace. Avoid. Given the cost of options, however interesting they may be, and the limited number of uses these vehicles lend themselves to, this particular General Motors alternative isn't as good as it may seem on first glance. CD97DBI d 4 ÿ Pontiac Grand AM Presentation The N platform used for the Skylark, Achieva and Grand AM holds absolutely no secrets for the engineers who've brought it to its ultimate stage of development over the past 12 years. Some youthful errors have been corrected over the course of various revampings, while others seem to be around for good, much like a birthmark. All this to say that this compact, on the market under three aliases, is headed for retirement with the only rewards for services rendered consisting of new exterior colors and a standard air conditioning system. Interior Revised in detail two years ago, the interior on the Skylark, Achieva and Grand AM is modern and features detailed and easy-to-read instrumentation. Controls have been carefully positioned and they're easy to use. After all these years, though, it's too bad that assembly quality is still inconsistent and the driving position is still too low. Furthermore, the very poorly designed seats offer so little comfort and support they'll have you thinking that their springs and padding come from a vehicle that's been on the road for ages and ages. The rear is roomy enough for two adults or three children. The trunk is fairly big and the rear seat folds down for extra space. However, there's no cargo net to keep things snugly in place. Driving Impressions When it's out on the road, the N platform has a very hard time hiding its age. The suspension reacts stiffly to road defects, which has a negative effect on passenger comfort. The steering system is fairly precise, but the original 14-inch tires tend to accentuate understeering. When it comes to road stability, the antiskid system offers only very average efficiency and the same holds true for braking power, which tends to fade quite fast. The 16-valve four-cylinder engine doesn't have the reassuring sound or the low speed torque that the 3.1L V6 has, but its performance levels are still decent and its fuel economy is good. There's really not much to criticize about the four-speed automatic transmission or the five-speed manual (exclusive to the four-cylinder engine). This series owes much of its success to General Motors aggressive approach and to dealers willing to sell it at an attractive price. CD97DBI d 4 ÿ Pontiac Grand AM Presentation The N platform used for the Skylark, Achieva and Grand AM holds absolutely no secrets for the engineers who've brought it to its ultimate stage of development over the past 12 years. Some youthful errors have been corrected over the course of various revampings, while others seem to be around for good, much like a birthmark. All this to say that this compact, on the market under three aliases, is headed for retirement with the only rewards for services rendered consisting of new exterior colors and a standard air conditioning system. Interior Revised in detail two years ago, the interior on the Skylark, Achieva and Grand AM is modern and features detailed and easy-to-read instrumentation. Controls have been carefully positioned and they're easy to use. After all these years, though, it's too bad that assembly quality is still inconsistent and the driving position is still too low. Furthermore, the very poorly designed seats offer so little comfort and support they'll have you thinking that their springs and padding come from a vehicle that's been on the road for ages and ages. The rear is roomy enough for two adults or three children. The trunk is fairly big and the rear seat folds down for extra space. However, there's no cargo net to keep things snugly in place. Driving Impressions When it's out on the road, the N platform has a very hard time hiding its age. The suspension reacts stiffly to road defects, which has a negative effect on passenger comfort. The steering system is fairly precise, but the original 14-inch tires tend to accentuate understeering. When it comes to road stability, the antiskid system offers only very average efficiency and the same holds true for braking power, which tends to fade quite fast. The 16-valve four-cylinder engine doesn't have the reassuring sound or the low speed torque that the 3.1L V6 has, but its performance levels are still decent and its fuel economy is good. There's really not much to criticize about the four-speed automatic transmission or the five-speed manual (exclusive to the four-cylinder engine). This series owes much of its success to General Motors aggressive approach and to dealers willing to sell it at an attractive price. CD97DBI d = ÿ Pontiac Grand Prix Presentation General Motors is going to great lengths to convince consumers that each of the three new intermediaries scheduled to enter the market during the next millennium will have its own distinctive personality. Try to forget that their components come from the same huge pool and that they share a common platform, the W. But they do look very different from one another and each is designed for a very specific target market. Sceptical? Well consider that Pontiac is launching the Grand Prix for young consumers (young in age or young at heart) who want to look good behind the wheel of their intermediate model (a peppy vehicle, if the manufacturer's promises come true). Interior Inspired by the 300 GPX prototype unveiled at the Detroit Auto Show in 1995, the new Grand Prix has a trompe-l'oeil profile (imagine a sedan that looks like a coupe). When it's standing perfectly still and quiet, it exudes an air of impressive strength. Shorter than its predecessor, the 1997 Grand Prix isn't as roomy as a Taurus, for example. Pontiac bills it as a five-passenger model, but the fifth person has to be willing to endure a hard seat back designed to store a large plastic shelf designed to hold cups and pop cans. In the front, there's not much to complain about. Seats are inviting, though their cushions are a bit short and support in the thigh area is minimal. The huge dashboard has detailed and easy-to-read instrumentation; the center console is oriented towards the driver to make using controls as simple as possible. Driving Impressions To protect its sports model image, the cornerstone of its success, Pontiac had to make sure that the Grand Prix could live up to its ambitions. Despite the availability of a compressor supercharged engine, statistically the Series II V6 3800 is the most popular choice. For cooling purposes, cautious engineers have shaved 10 horses off this particular engine, which usually has an output of 205. Shocking! But the mechanical system is still very well served by the four-speed automatic transmission, which ensures good performance while maintaining reasonable fuel economy, unless you drive in the city on most days. The stiff suspension has the Grand Prix in a panic on rough roads. The magnetic steering system is heavy and the vehicle is rarely able to corner without forcing the driver to correct the trajectory. Wide tires ward off this model's tendency to oversteering and they also guarantee optimal road stability on dry surfaces. Brakes seemed to be efficient, though they weren't taxed to the limit during our test drive. In a nutshell, the Grand Prix is conflict between leading-edge automotive technology and the conservative tastes prevalent among its buyers, who seem to have an outdated notion of what sporty driving really is. CD97DBI d = ÿ Pontiac Grand Prix Presentation General Motors is going to great lengths to convince consumers that each of the three new intermediaries scheduled to enter the market during the next millennium will have its own distinctive personality. Try to forget that their components come from the same huge pool and that they share a common platform, the W. But they do look very different from one another and each is designed for a very specific target market. Sceptical? Well consider that Pontiac is launching the Grand Prix for young consumers (young in age or young at heart) who want to look good behind the wheel of their intermediate model (a peppy vehicle, if the manufacturer's promises come true). Interior Inspired by the 300 GPX prototype unveiled at the Detroit Auto Show in 1995, the new Grand Prix has a trompe-l'oeil profile (imagine a sedan that looks like a coupe). When it's standing perfectly still and quiet, it exudes an air of impressive strength. Shorter than its predecessor, the 1997 Grand Prix isn't as roomy as a Taurus, for example. Pontiac bills it as a five-passenger model, but the fifth person has to be willing to endure a hard seat back designed to store a large plastic shelf designed to hold cups and pop cans. In the front, there's not much to complain about. Seats are inviting, though their cushions are a bit short and support in the thigh area is minimal. The huge dashboard has detailed and easy-to-read instrumentation; the center console is oriented towards the driver to make using controls as simple as possible. Driving Impressions To protect its sports model image, the cornerstone of its success, Pontiac had to make sure that the Grand Prix could live up to its ambitions. Despite the availability of a compressor supercharged engine, statistically the Series II V6 3800 is the most popular choice. For cooling purposes, cautious engineers have shaved 10 horses off this particular engine, which usually has an output of 205. Shocking! But the mechanical system is still very well served by the four-speed automatic transmission, which ensures good performance while maintaining reasonable fuel economy, unless you drive in the city on most days. The stiff suspension has the Grand Prix in a panic on rough roads. The magnetic steering system is heavy and the vehicle is rarely able to corner without forcing the driver to correct the trajectory. Wide tires ward off this model's tendency to oversteering and they also guarantee optimal road stability on dry surfaces. Brakes seemed to be efficient, though they weren't taxed to the limit during our test drive. In a nutshell, the Grand Prix is conflict between leading-edge automotive technology and the conservative tastes prevalent among its buyers, who seem to have an outdated notion of what sporty driving really is. CD97DBI d 4 ÿ Pontiac Sunfire Presentation After a slow start in 1995, the Chevrolet Cavalier and Pontiac Sunfire steadily moved to the head of the pack of cars recognized as the most popular in their category. For 1997, General Motors has made minor changes to its duo, concentrating mainly on details like wheel covers and new inside and outside colors. A closer look shows that the antiskid system (available only on versions with an automatic transmission) is beefed up and doors now have guard beams. Interior Available in coupe, convertible and sedan versions, the Cavalier and Sunfire boast the most extensive lineup on today's market and a very elastic pricing structure, since there's a $10,000 difference between the entry level model and its top-of-the-line counterpart. These models have the advantage of easy access and the interior is roomy but remarkably dull. Some materials are downright pathetic and finishing leaves room for improvement. Storage spaces are practical, the trunk can handle plenty of baggage and the rear seat folds down for extra room. Driving Impressions The 2.2L base engine is sluggish, rough, noisy and plagued by a noticeable vibration level and the rudimentary three-speed automatic transmission does nothing to help. Choosing the optional 2.4L four-cylinder is a good way to ensure more interesting performance levels and the four-speed automatic transmission has the definite appeal of cutting down significantly on the noise level in the passenger compartment. A sure way of keeping operating costs down is to stick with the five-speed manual transmission, standard on all models. On the road, the steering system is precise, but it's much too light to provide any reliable feedback on road conditions. The same can't be said for the suspension, which is very stiff on rough roads. The ABS system is extremely sensitive and activates at the drop of a hat, meanwhile the antiskid system (even "revised") offers only marginal efficiency. When price is a prime consideration, the Cavalier and Sunfire beat the competition fairly often. If your budget is accommodating, though, remember this bit of advice: make your shopping list a bit longer than average. CD97DBI d 4 ÿ Pontiac Sunfire Presentation After a slow start in 1995, the Chevrolet Cavalier and Pontiac Sunfire steadily moved to the head of the pack of cars recognized as the most popular in their category. For 1997, General Motors has made minor changes to its duo, concentrating mainly on details like wheel covers and new inside and outside colors. A closer look shows that the antiskid system (available only on versions with an automatic transmission) is beefed up and doors now have guard beams. Interior Available in coupe, convertible and sedan versions, the Cavalier and Sunfire boast the most extensive lineup on today's market and a very elastic pricing structure, since there's a $10,000 difference between the entry level model and its top-of-the-line counterpart. These models have the advantage of easy access and the interior is roomy but remarkably dull. Some materials are downright pathetic and finishing leaves room for improvement. Storage spaces are practical, the trunk can handle plenty of baggage and the rear seat folds down for extra room. Driving Impressions The 2.2L base engine is sluggish, rough, noisy and plagued by a noticeable vibration level and the rudimentary three-speed automatic transmission does nothing to help. Choosing the optional 2.4L four-cylinder is a good way to ensure more interesting performance levels and the four-speed automatic transmission has the definite appeal of cutting down significantly on the noise level in the passenger compartment. A sure way of keeping operating costs down is to stick with the five-speed manual transmission, standard on all models. On the road, the steering system is precise, but it's much too light to provide any reliable feedback on road conditions. The same can't be said for the suspension, which is very stiff on rough roads. The ABS system is extremely sensitive and activates at the drop of a hat, meanwhile the antiskid system (even "revised") offers only marginal efficiency. When price is a prime consideration, the Cavalier and Sunfire beat the competition fairly often. If your budget is accommodating, though, remember this bit of advice: make your shopping list a bit longer than average. CD97DBI d 2 ÿ Pontiac Sunfire PrΘsentation AprΦs un dΘpart plut⌠t lent en 1995, les Chevrolet Cavalier et Pontiac Sunfire ont entrepris de remonter le peloton de tΩte des voitures les plus vendues de leur catΘgorie. Pour 1997, General Motors apporte quelques retouches α son duo, mais celles-ci concernent surtout l'esthΘtisme, tels les enjoliveurs de roues et de nouvelles couleurs intΘrieures et extΘrieures. En cherchant un peu, on dΘcouvre Θgalement que le systΦme antipatinage (offert strictement sur les versions ΘquipΘes d'une transmission automatique) a ΘtΘ bonifiΘ et que des poutrelles de sΘcuritΘ logent dΘsormais dans les portiΦres. Habitacle Offertes en version coupΘ, cabriolet et berline, les Cavalier et Sunfire prΘsentent actuellement la gamme la plus complΦte et l'une des Θchelles de prix les plus Θlastiques, puisque tout prΦs de 10á000á$ sΘparent le modΦle d'entrΘe de son homologue haut de gamme. L'accΦs α bord ne pose aucun problΦme, et on y dΘcouvre un habitacle spacieux mais d'une tristesse inou∩e. L'apparence de certains matΘriaux fait pitiΘ α voir, et la qualitΘ de finition reste perfectible. Les espaces de rangement se veulent pratiques, et le coffre est du type ôácapable d'en prendreáö, d'autant plus que son volume peut Ωtre accru en repliant la banquette arriΦre. Conduite Le 2,2ál de base demeure lymphatique, rugueux, bruyant et parcouru par de dΘsagrΘables vibrations, α plus forte raison lorsqu'il s'accouple α la rustique transmission automatique α trois rapports. En optant pour le quatre cylindres optionnel de 2,4 litres, on s'assure de performances plus intΘressantes et, surtout, d'une transmission automatique α quatre rapports permettant de rΘduire de maniΦre apprΘciable le niveau sonore α l'intΘrieur de l'habitacle. Un moyen s√r d'Θconomiser consiste α conserver la boεte manuelle α cinq rapports livrΘe de sΘrie sur tous les modΦles. Sur la route, la direction se rΘvΦle assez prΘcise, mais sa grande lΘgΦretΘ gomme les sensations de la route. On ne peut en dire autant de la suspension, qui encaisse avec sΘcheresse les imperfections de la chaussΘe. C⌠tΘ freinage, le systΦme ABS est d'une sensibilitΘ extrΩme et s'active souvent pour un tout et pour un rien, tandis que l'antipatinage (mΩme ôárepensΘáö) reste d'une efficacitΘ douteuse. Lorsque le prix joue un r⌠le vital, les Cavalier et Sunfire l'emportent assez souvent. Mais si votre budget vous le permet, un conseilá: allongez donc votre liste de magasinage. CD97DBI d = ÿ Pontiac Sunrunner Presentation For the young at heart or genuinely young who would like a frugal and affordable mini-jeep capable of travelling off-road or in the heart of the city, GM markets the Geo Tracker/Pontiac Sunrunner duo, inspired by the Suzuki Sidekick. But the latter comes with the widest range of packaging, since for 1997 Pontiac is content to limit itself to the soft-top two-door base version. The LSi model, renamed the GT last year, has been withdrawn. The one and only decision potential buyers have to make: the 2X4 (rear-wheel drive) or 4X4. Both utilities are also available at Geo, which has decided to go it alone and take a page from Suzuki's book by bringing back a hard-top AWD four-door model in base and LSi versions. It had been discontinued in 1996, while survivors had been given a few exterior touch-ups (bumpers, grille, hood and wheel covers). Two new colors are listed: azure blue and sunset red. Interior The base Suzuki models are still better equipped than those that fall under the Geo or Pontiac banners. That's part of the agreement between the Japanese builder and GM, otherwise the advantage would clearly be with the Americans, given their broad dealer base. The new LSi packaging includes standard power windows and sideview mirrors and a central locking system. A courtesy mirror for the passenger is now standard on all models. And since last year, the same goes for dual airbags. The all-wheel ABS option can be coupled with the disc/drum combination. The three-speed automatic transmission is for convertible models, while hard-top utilities have a four-speed unit. Driving Impressions The 16-valve 1.6L four-cylinder put a definite end to the 8-valve that was formerly available. Assembled with the Sidekick in the CAMI plant in Ontario, the Tracker/Sunrunner suffered from a very annoying soft top; in fact, it was quite a bit easier to solve Rubik's cube puzzle than to take the roof off a Tracker. Since 1995, Suzuki has redesigned the roof and pillars and owners no longer need to unzip the plastic rear windshield to open the rear door. Significant progress, for sure, but many people still resort to leaving the soft top in place over their heads. So when it rains, this vehicle sounds like a percussion orchestra on wheels. The solid rear axle hops as soon as it encounters even an empty peanut shell on the road. The ball steering system is assisted only on hard-top models, which like the two-doors, provide excellent handling. They barely weight 1000 kg and all the fun is in the steering wheel, provided you keep the center of gravity in mind. And at last, the new four-door means you can share the pleasure with the rest of the family. These mini-utilities are versatile and their buyers, often aged between 25 and 35, don't use them to their full potential. CD97DBI d : ÿ Pontiac Trans Sport Presentation In the past, General Motors has always been somewhat pretentious when comparing its achievements to those of its competitors. Now that its first generation Lumina Van and Trans Sport are resting in peace, the world's number one is admitting the lack of competitive edge of its minivans. Most of all, it admits that it's no coincidence that Chrysler's "Supercars" occupy the position they currently do. The Venture (new name of the Chevrolet minivan) and the Trans Sport represent a new chapter in Chevrolet's history. Both these vehicles have a lot to tell us and to be forgiven for. Forget about the polymer panels, the interminable nose and the poor maneuverability of the previous series; Chevrolet and Pontiac have imitated their competitors well and have now surpassed them. Interior A short word on the appearance of these new arrivals to emphasize, desspite its plastic ribs, the presence of the Trans Sport as compared to the Venture which lacks zest, owing to its grille which is similar in appearance to that of the Caprice. This being said, the GM minivans, like the Chrysler "Supercars", are available in regular and long wheelbase versions. The long wheelbase model also has a fourth door. Now, the doors open on a bright, felt-covered and inviting interior, offering a comfortable driving position, panoramic visibility, enhanced equipment and instruments (still lacking in the Chevrolet) and controls which are easy to read and handle. There are also a few drawbacks: rear speakers which are located too low in the rear luggage compartment, the lack of an accessible coat hook (three doors only) and windshield wipers which just pile up the snow, slush and rain several centimetres from the roof members. Driving Impressions Hats off to GM for having equipped its minivans with only one type of engine, the 3.4 litre, 180 hp V6, which is up to the task and has amazing power recovery. The four-speed automatic transmission works smoothly and faultlessly. As for vehicle handling, the Venture and Trans Sport have made a giant leap forward with respect to their ancestors. Easier to maneuver and more pleasant to drive, these two minivans have what it takes to compete against their Chrysler counterparts. Unlike the latter, you feel more like you're driving a truck when you're at the wheel of a Chevrolet or Pontiac. There is some steering play in the centre and a less-assured performance in turns, no doubt due to the vehicle's width. Too bad GM doesn't offer a four-disc brake system, even as an option, on these minivans which, like so many other vehicles in this category, run out of breath after a few untimely brakings. The Venture and Trans Sport can already be considered as the "Supercars" only serious contenders, liable to break their supremacy. Unfortunately for GM and for consumers, the initial production rate will surely make the supply less than the demand. CD97DBI d + ÿ Porsche 911 Presentation When Porsche resigned itself to stopping production of the 968 and 928 and concentrating on the 911 alone, some observers thought that was a mistake. How could a car that was first unveiled in 1956 be the only torchbearer for this prestigious make? And yet, Porsche was right. At the time these lines were written, sales of the 911 in Canada had doubled compared with 1995, a year when they had already risen by nearly 30%! Interior While preparing to come out with the Boxster, Porsche has spun many variations on the 911 theme. A few months ago a 911 Targa was added to the catalogue. Unlike the previous version, the new Targa has a tinted glass roof which folds down and fits against the rear windshield. A smart idea, but not properly executed. For one thing, the glass pressed against the windshield decreases rear visibility and the headroom of the passengers in the two rear seats (2+2 cockpit). Furthermore, the roof mechanism screeches and creaks annoyingly. The gas pedal is outdated and tilt steering is not even available on the Stuttgart firmÆs list of costly options. Driving Impressions With more civilized reactions than it once had, the 911 turns out to be more stable at high speeds, and its brakes are mind-blowingly sharp. Pushing this car to its limits is a task for skilled drivers, however. The steering wheel on the front-wheel drive model still wavers when the car is driven fast over rough pavement. And the engineùwhether it be the naturally aspirated or the turbo versionùwill make your heart beat very, very fast. For the physically fit only! In terms of the gearbox, manual shifting is still too slow, while the Tiptronic with its steering wheel controls can end up tiring even a diehard Sega fan. To make matters worse, the transmission still only has four speeds. The sturdy 911s have such good resale value that they bely the rule that cars are an expense, not an investment. _ CD97DBI d + ÿ Porsche 911 Presentation When Porsche resigned itself to stopping production of the 968 and 928 and concentrating on the 911 alone, some observers thought that was a mistake. How could a car that was first unveiled in 1956 be the only torchbearer for this prestigious make? And yet, Porsche was right. At the time these lines were written, sales of the 911 in Canada had doubled compared with 1995, a year when they had already risen by nearly 30%! Interior While preparing to come out with the Boxster, Porsche has spun many variations on the 911 theme. A few months ago a 911 Targa was added to the catalogue. Unlike the previous version, the new Targa has a tinted glass roof which folds down and fits against the rear windshield. A smart idea, but not properly executed. For one thing, the glass pressed against the windshield decreases rear visibility and the headroom of the passengers in the two rear seats (2+2 cockpit). Furthermore, the roof mechanism screeches and creaks annoyingly. The gas pedal is outdated and tilt steering is not even available on the Stuttgart firmÆs list of costly options. Driving Impressions With more civilized reactions than it once had, the 911 turns out to be more stable at high speeds, and its brakes are mind-blowingly sharp. Pushing this car to its limits is a task for skilled drivers, however. The steering wheel on the front-wheel drive model still wavers when the car is driven fast over rough pavement. And the engineùwhether it be the naturally aspirated or the turbo versionùwill make your heart beat very, very fast. For the physically fit only! In terms of the gearbox, manual shifting is still too slow, while the Tiptronic with its steering wheel controls can end up tiring even a diehard Sega fan. To make matters worse, the transmission still only has four speeds. The sturdy 911s have such good resale value that they bely the rule that cars are an expense, not an investment. _ CD97DBI d + ÿ Porsche 911 Presentation When Porsche resigned itself to stopping production of the 968 and 928 and concentrating on the 911 alone, some observers thought that was a mistake. How could a car that was first unveiled in 1956 be the only torchbearer for this prestigious make? And yet, Porsche was right. At the time these lines were written, sales of the 911 in Canada had doubled compared with 1995, a year when they had already risen by nearly 30%! Interior While preparing to come out with the Boxster, Porsche has spun many variations on the 911 theme. A few months ago a 911 Targa was added to the catalogue. Unlike the previous version, the new Targa has a tinted glass roof which folds down and fits against the rear windshield. A smart idea, but not properly executed. For one thing, the glass pressed against the windshield decreases rear visibility and the headroom of the passengers in the two rear seats (2+2 cockpit). Furthermore, the roof mechanism screeches and creaks annoyingly. The gas pedal is outdated and tilt steering is not even available on the Stuttgart firmÆs list of costly options. Driving Impressions With more civilized reactions than it once had, the 911 turns out to be more stable at high speeds, and its brakes are mind-blowingly sharp. Pushing this car to its limits is a task for skilled drivers, however. The steering wheel on the front-wheel drive model still wavers when the car is driven fast over rough pavement. And the engineùwhether it be the naturally aspirated or the turbo versionùwill make your heart beat very, very fast. For the physically fit only! In terms of the gearbox, manual shifting is still too slow, while the Tiptronic with its steering wheel controls can end up tiring even a diehard Sega fan. To make matters worse, the transmission still only has four speeds. The sturdy 911s have such good resale value that they bely the rule that cars are an expense, not an investment. _ CD97DBI d + ÿ Porsche 911 Presentation When Porsche resigned itself to stopping production of the 968 and 928 and concentrating on the 911 alone, some observers thought that was a mistake. How could a car that was first unveiled in 1956 be the only torchbearer for this prestigious make? And yet, Porsche was right. At the time these lines were written, sales of the 911 in Canada had doubled compared with 1995, a year when they had already risen by nearly 30%! Interior While preparing to come out with the Boxster, Porsche has spun many variations on the 911 theme. A few months ago a 911 Targa was added to the catalogue. Unlike the previous version, the new Targa has a tinted glass roof which folds down and fits against the rear windshield. A smart idea, but not properly executed. For one thing, the glass pressed against the windshield decreases rear visibility and the headroom of the passengers in the two rear seats (2+2 cockpit). Furthermore, the roof mechanism screeches and creaks annoyingly. The gas pedal is outdated and tilt steering is not even available on the Stuttgart firmÆs list of costly options. Driving Impressions With more civilized reactions than it once had, the 911 turns out to be more stable at high speeds, and its brakes are mind-blowingly sharp. Pushing this car to its limits is a task for skilled drivers, however. The steering wheel on the front-wheel drive model still wavers when the car is driven fast over rough pavement. And the engineùwhether it be the naturally aspirated or the turbo versionùwill make your heart beat very, very fast. For the physically fit only! In terms of the gearbox, manual shifting is still too slow, while the Tiptronic with its steering wheel controls can end up tiring even a diehard Sega fan. To make matters worse, the transmission still only has four speeds. The sturdy 911s have such good resale value that they bely the rule that cars are an expense, not an investment. CD97DBI d - ÿ PORSCHE BOXSTER Presentation The Boxster is the first entirely new Porsche since the introduction of the now defunct 928 eighteen years ago. Series version of a prototype which was immensely successful at the 1993 Detroit car show, its name combines the words "boxer" for its flat six-cylinder engine, and "roadster", since it's a two-seater convertible sportscar. Its lines remind us of the 50's magnificent 356, 550RS and Speedster, but the type and sound of its engine prove that it's a proud descendant of the legendary 911. Interior Interior design and finish are more ordinary than that of the prototype. Seats offer comfort, support and a pleasant driving position, despite the telescopic steering wheel. The Boxster is equipped with two, good-sized luggage compartments (one at the front and the other at the rear), but has no glove box. Its convertible top electrically folds in 12 seconds under a cover installed behind the seats, but its window is made of clear plastic. An aluminum top and a smartly designed, magnesium moulded luggage rack which can be used even when the top is folded down, are offered as an option. The dual airbag, ABS brakes, anti-skid device and dual roll bar are all standard. Driving Impressions The first series Porsche to be powered by a liquid-cooled "boxer" with four-valve per cylinder heads, the Boxster sports this engine very low near the centre of gravity, great for road handling. Nothing is spectacular about power and torque at low engine speed, but it starts to hum and the 201 HP surge at more than 5000 RPM. Stability is always excellent, even when driving down an autobahn at 235 KPH. Road handling, road grip and braking are exceptional. The new five-speed automatic transmission is currently the softest of the Tiptronics, and is well suited to the Boxster. Gear shifting can be done by way of buttons on the steering wheel, if you so desire. However, the manual transmission was rather harsh on the car we tested. The Boxster is nothing like a toy roadster. It can already be considered as one of the best sportscars on the market today. CD97DBI d E ÿ Rolls Royce Presentation The following lines have a twofold objective: first of all, providing information to the tiny minority of consumers who are sufficiently well-off to buy a Rolls Royce, and turning the majority of the population who can't possible hope to afford this kind of mobile country home positively green with envy. Three Rolls are available: the Silver Dawn, the Silver Spur and the Park Ward Limousine, a lean and mean machine built to meet the specifications set by its future owner. The Bentley lineup is more extensive: the Brooklands SWB and LWB (i.e.: with a short or long wheelbase), the Turbo R, which also comes in two sizes, the short available only on special order (at the same price as the long version, namely $254,300) and coupes represented by the Continental R and T. The purebred in the stable, the T, is new for 1997: shorter and lighter than the R, it has a very aggressive look, with outsized fenders and wide, low-profile tires, not to mention its 400-hp engine! Rounding out the range is the Azure convertible, at $437,900 the most expensive of all the RRs and Bentleys. Interior You can't buy a car for the equivalent of the gross domestic product of a Third World village without expecting to find comfort that's so good, it can barely be put into words. Besides the Connolly leather, which makes sitting in these cars an ethereal experience, the huge passenger compartments incorporate the epitome of luxury: automatic deodorizing to chase away cigar fumes, mirrors, a mini bar, document holders, a writing table, etc. At the flick of a single button, the Azure's top folds down quickly into its prescribed space at the rear of the vehicle. The Continental T, for its part, strives to be different: instead of swamping its occupants in walnut inlays, its dashboard includes a checkerboard instrument panel that's molded in carbon, or if you prefer, a plaque that's aluminum-forged. That's all it takes to ensure a truly unique look and to justify in one of many small ways the $432,000 asking price. Driving Impressions With the introduction of the Turbo R, there can be no doubt: a Rolls Royce is a lifetime dream come true. After years of hard work, this is the ultimate reward. At Bentley, executives would have been more than happy to adopt the famous "Ultimate Driving Machine" slogan, if only BMW had gotten to it first. No other builder brings combines so much space with so much power. No other car is this magnificent and this fast. The Silver Dawn, the least expensive model ($197,600), is the only one powered by a normally-aspirated 6.7L V8. RR won't divulge its output, content to say that its is "sufficient". But an educated guess would be 260 horses, since the two other RR models have 300 horses at their disposal thanks to a light turbo unit coupled with the 6.7L. The same engine is used on the Bentley Brooklands. The Turbo R, the Continental R and the Azure climb to 385 horses thanks to a full-size turbo. Only the Continental T can lay claim to harnessing 400 horses (at least). The most impressive fact: the overall weight of these collossal cars, at 2.5 tons and more, has absolutely no negative effect on their supremely smooth ride. And as for noise levels, they are the best in the industry. You know that you're in a world of your own when the price of your car takes as many digits as a telephone number! CD97DBI d E ÿ Rolls Royce Presentation The following lines have a twofold objective: first of all, providing information to the tiny minority of consumers who are sufficiently well-off to buy a Rolls Royce, and turning the majority of the population who can't possible hope to afford this kind of mobile country home positively green with envy. Three Rolls are available: the Silver Dawn, the Silver Spur and the Park Ward Limousine, a lean and mean machine built to meet the specifications set by its future owner. The Bentley lineup is more extensive: the Brooklands SWB and LWB (i.e.: with a short or long wheelbase), the Turbo R, which also comes in two sizes, the short available only on special order (at the same price as the long version, namely $254,300) and coupes represented by the Continental R and T. The purebred in the stable, the T, is new for 1997: shorter and lighter than the R, it has a very aggressive look, with outsized fenders and wide, low-profile tires, not to mention its 400-hp engine! Rounding out the range is the Azure convertible, at $437,900 the most expensive of all the RRs and Bentleys. Interior You can't buy a car for the equivalent of the gross domestic product of a Third World village without expecting to find comfort that's so good, it can barely be put into words. Besides the Connolly leather, which makes sitting in these cars an ethereal experience, the huge passenger compartments incorporate the epitome of luxury: automatic deodorizing to chase away cigar fumes, mirrors, a mini bar, document holders, a writing table, etc. At the flick of a single button, the Azure's top folds down quickly into its prescribed space at the rear of the vehicle. The Continental T, for its part, strives to be different: instead of swamping its occupants in walnut inlays, its dashboard includes a checkerboard instrument panel that's molded in carbon, or if you prefer, a plaque that's aluminum-forged. That's all it takes to ensure a truly unique look and to justify in one of many small ways the $432,000 asking price. Driving Impressions With the introduction of the Turbo R, there can be no doubt: a Rolls Royce is a lifetime dream come true. After years of hard work, this is the ultimate reward. At Bentley, executives would have been more than happy to adopt the famous "Ultimate Driving Machine" slogan, if only BMW had gotten to it first. No other builder brings combines so much space with so much power. No other car is this magnificent and this fast. The Silver Dawn, the least expensive model ($197,600), is the only one powered by a normally-aspirated 6.7L V8. RR won't divulge its output, content to say that its is "sufficient". But an educated guess would be 260 horses, since the two other RR models have 300 horses at their disposal thanks to a light turbo unit coupled with the 6.7L. The same engine is used on the Bentley Brooklands. The Turbo R, the Continental R and the Azure climb to 385 horses thanks to a full-size turbo. Only the Continental T can lay claim to harnessing 400 horses (at least). The most impressive fact: the overall weight of these collossal cars, at 2.5 tons and more, has absolutely no negative effect on their supremely smooth ride. And as for noise levels, they are the best in the industry. You know that you're in a world of your own when the price of your car takes as many digits as a telephone number! CD97DBI d E ÿ Rolls Royce Presentation The following lines have a twofold objective: first of all, providing information to the tiny minority of consumers who are sufficiently well-off to buy a Rolls Royce, and turning the majority of the population who can't possible hope to afford this kind of mobile country home positively green with envy. Three Rolls are available: the Silver Dawn, the Silver Spur and the Park Ward Limousine, a lean and mean machine built to meet the specifications set by its future owner. The Bentley lineup is more extensive: the Brooklands SWB and LWB (i.e.: with a short or long wheelbase), the Turbo R, which also comes in two sizes, the short available only on special order (at the same price as the long version, namely $254,300) and coupes represented by the Continental R and T. The purebred in the stable, the T, is new for 1997: shorter and lighter than the R, it has a very aggressive look, with outsized fenders and wide, low-profile tires, not to mention its 400-hp engine! Rounding out the range is the Azure convertible, at $437,900 the most expensive of all the RRs and Bentleys. Interior You can't buy a car for the equivalent of the gross domestic product of a Third World village without expecting to find comfort that's so good, it can barely be put into words. Besides the Connolly leather, which makes sitting in these cars an ethereal experience, the huge passenger compartments incorporate the epitome of luxury: automatic deodorizing to chase away cigar fumes, mirrors, a mini bar, document holders, a writing table, etc. At the flick of a single button, the Azure's top folds down quickly into its prescribed space at the rear of the vehicle. The Continental T, for its part, strives to be different: instead of swamping its occupants in walnut inlays, its dashboard includes a checkerboard instrument panel that's molded in carbon, or if you prefer, a plaque that's aluminum-forged. That's all it takes to ensure a truly unique look and to justify in one of many small ways the $432,000 asking price. Driving Impressions With the introduction of the Turbo R, there can be no doubt: a Rolls Royce is a lifetime dream come true. After years of hard work, this is the ultimate reward. At Bentley, executives would have been more than happy to adopt the famous "Ultimate Driving Machine" slogan, if only BMW had gotten to it first. No other builder brings combines so much space with so much power. No other car is this magnificent and this fast. The Silver Dawn, the least expensive model ($197,600), is the only one powered by a normally-aspirated 6.7L V8. RR won't divulge its output, content to say that its is "sufficient". But an educated guess would be 260 horses, since the two other RR models have 300 horses at their disposal thanks to a light turbo unit coupled with the 6.7L. The same engine is used on the Bentley Brooklands. The Turbo R, the Continental R and the Azure climb to 385 horses thanks to a full-size turbo. Only the Continental T can lay claim to harnessing 400 horses (at least). The most impressive fact: the overall weight of these collossal cars, at 2.5 tons and more, has absolutely no negative effect on their supremely smooth ride. And as for noise levels, they are the best in the industry. You know that you're in a world of your own when the price of your car takes as many digits as a telephone number! CD97DBI d @ ÿ Saab 900 Presentation Saab's 900 lineup was revised three years ago and the convertible was revamped even more recently. However, the Scandinavian corporation managed such a nice transition between the old and the new coupes, sedans and convertibles, you have to wonder if the public even noticed it! A contributing factor is Saab's reluctance to give any of its hard-earned money to Canadian advertising agencies. A super campaign focusing on the "individuality + performance = Saab" equation garnered excellent results in the United States, but it barely made an appearance in Canada. Still, sales continue to climb slowly but surely. So pass the word along: for 1997 Saab and its partner, General Motors, are back with three 900S models and just as many 900SE products, available with two or four doors plus a hatchback and as a two-door convertible as well. The only changes on the outside are the hatchback S models powered by a V6 (not a turbo) and convertibles with standard three-spoke 15-inch wheels and bodies that come in "cayenne red" instead of "ruby red" and "midnight blue" instead of "Le Mans blue". Convertibles are also available in "amethyst purple" instead of "weeping willow green". Who said that an automobile manufacturer couldn't have the soul of a poet? Interior Wandering hands will find new pockets more or less patterned on Skippy the kangaroo's along seat fronts. If you like leather but aren't willing to pay for power seats, take note that now you can have your way if you choose an S model. Buttons, dials and the on-board computer are right under the driver's eyes, with the exception of two controls (one for signal lights and one for windshield wipers) that are occasionally masked by the steering wheel and window controls located almost out of reach on the center console, where the ignition key switch is located as well. Driving Impressions The standard engine on S versions is the normally-aspirated 16-valve 2.3L with a 150-hp output. However, the 2.3L and automatic transmission duo is no longer available on the three-door model. The turbo 2.0L four-cylinder (185 horses) is optional on the three-door S and the five-door SE. Lastly, the non-turbo 170-hp 24-valve 2.5L V6, built by GM in Britain for Saab's exclusive use, is available only on the five-door SE (standard) and the SE convertible (optional). All 900 models have new discs (actually borrowed from the 9000). The manual transmission works strangely; it feels as if it's mounted on springs. Teamed up with an extra rigid platform and chassis, the semi-independent suspension (unlike the rigid suspension on the 9000) guarantees that your insides will shake like they do when you've been surviving on caffeine for a couple of weeks. The turbo, blessed with a very special sound, has passing power that's more impressive than its acceleration capabilities. You have to be willing to stand out in a crowd if you decide to choose the 900. CD97DBI d @ ÿ Saab 900 Presentation Saab's 900 lineup was revised three years ago and the convertible was revamped even more recently. However, the Scandinavian corporation managed such a nice transition between the old and the new coupes, sedans and convertibles, you have to wonder if the public even noticed it! A contributing factor is Saab's reluctance to give any of its hard-earned money to Canadian advertising agencies. A super campaign focusing on the "individuality + performance = Saab" equation garnered excellent results in the United States, but it barely made an appearance in Canada. Still, sales continue to climb slowly but surely. So pass the word along: for 1997 Saab and its partner, General Motors, are back with three 900S models and just as many 900SE products, available with two or four doors plus a hatchback and as a two-door convertible as well. The only changes on the outside are the hatchback S models powered by a V6 (not a turbo) and convertibles with standard three-spoke 15-inch wheels and bodies that come in "cayenne red" instead of "ruby red" and "midnight blue" instead of "Le Mans blue". Convertibles are also available in "amethyst purple" instead of "weeping willow green". Who said that an automobile manufacturer couldn't have the soul of a poet? Interior Wandering hands will find new pockets more or less patterned on Skippy the kangaroo's along seat fronts. If you like leather but aren't willing to pay for power seats, take note that now you can have your way if you choose an S model. Buttons, dials and the on-board computer are right under the driver's eyes, with the exception of two controls (one for signal lights and one for windshield wipers) that are occasionally masked by the steering wheel and window controls located almost out of reach on the center console, where the ignition key switch is located as well. Driving Impressions The standard engine on S versions is the normally-aspirated 16-valve 2.3L with a 150-hp output. However, the 2.3L and automatic transmission duo is no longer available on the three-door model. The turbo 2.0L four-cylinder (185 horses) is optional on the three-door S and the five-door SE. Lastly, the non-turbo 170-hp 24-valve 2.5L V6, built by GM in Britain for Saab's exclusive use, is available only on the five-door SE (standard) and the SE convertible (optional). All 900 models have new discs (actually borrowed from the 9000). The manual transmission works strangely; it feels as if it's mounted on springs. Teamed up with an extra rigid platform and chassis, the semi-independent suspension (unlike the rigid suspension on the 9000) guarantees that your insides will shake like they do when you've been surviving on caffeine for a couple of weeks. The turbo, blessed with a very special sound, has passing power that's more impressive than its acceleration capabilities. You have to be willing to stand out in a crowd if you decide to choose the 900. CD97DBI d @ ÿ Saab 900 Presentation Saab's 900 lineup was revised three years ago and the convertible was revamped even more recently. However, the Scandinavian corporation managed such a nice transition between the old and the new coupes, sedans and convertibles, you have to wonder if the public even noticed it! A contributing factor is Saab's reluctance to give any of its hard-earned money to Canadian advertising agencies. A super campaign focusing on the "individuality + performance = Saab" equation garnered excellent results in the United States, but it barely made an appearance in Canada. Still, sales continue to climb slowly but surely. So pass the word along: for 1997 Saab and its partner, General Motors, are back with three 900S models and just as many 900SE products, available with two or four doors plus a hatchback and as a two-door convertible as well. The only changes on the outside are the hatchback S models powered by a V6 (not a turbo) and convertibles with standard three-spoke 15-inch wheels and bodies that come in "cayenne red" instead of "ruby red" and "midnight blue" instead of "Le Mans blue". Convertibles are also available in "amethyst purple" instead of "weeping willow green". Who said that an automobile manufacturer couldn't have the soul of a poet? Interior Wandering hands will find new pockets more or less patterned on Skippy the kangaroo's along seat fronts. If you like leather but aren't willing to pay for power seats, take note that now you can have your way if you choose an S model. Buttons, dials and the on-board computer are right under the driver's eyes, with the exception of two controls (one for signal lights and one for windshield wipers) that are occasionally masked by the steering wheel and window controls located almost out of reach on the center console, where the ignition key switch is located as well. Driving Impressions The standard engine on S versions is the normally-aspirated 16-valve 2.3L with a 150-hp output. However, the 2.3L and automatic transmission duo is no longer available on the three-door model. The turbo 2.0L four-cylinder (185 horses) is optional on the three-door S and the five-door SE. Lastly, the non-turbo 170-hp 24-valve 2.5L V6, built by GM in Britain for Saab's exclusive use, is available only on the five-door SE (standard) and the SE convertible (optional). All 900 models have new discs (actually borrowed from the 9000). The manual transmission works strangely; it feels as if it's mounted on springs. Teamed up with an extra rigid platform and chassis, the semi-independent suspension (unlike the rigid suspension on the 9000) guarantees that your insides will shake like they do when you've been surviving on caffeine for a couple of weeks. The turbo, blessed with a very special sound, has passing power that's more impressive than its acceleration capabilities. You have to be willing to stand out in a crowd if you decide to choose the 900. CD97DBI d A ÿ Saab 9000 Presentation Saab turns 50 in 1997 and to mark the anniversary, the Swedish corporation is offering a "50th Anniversary" model. The new comer is heavily inspired by the CSE version (which no longer exists), but is special mainly because of the magic of a few well-chosen changes. For example, the front and back have a wrap-around look (borrowed from the 9000 Aero) and 16-inch wheels draw attention with their special covers. A matching spoiler is the topnote on the chassis, calibrated for sportier driving. All this as consolation for those who don't live in Europe, where early in the year roads will be travelled by the all-new Saab 9000, a 1998 that won't get to North America before next fall. For the moment, we have three "old" 9000 hatchbacks, namely the Aero (from 1994), the CS and the 50th anniversary CSE, as well as a four-door CDE sedan scheduled for withdrawal in December. A few other small changes: the 9000 rear badge has been revised and not mirrors match the bodywork. Speaking of colors, the new tints introduced as replacements for old hues are the same as those described (with a touch of poetry!) in the article on the 900 models. Interior The "50th" model has leather bucket seats featuring a two-toned sable color and bearing the special emblem also woven into the carpeting. The steering wheel combines leather and wood, just like the Jaguar XJR's. If you check off the leather option on the CS, you'll get power seats in the front (although they can't be programmed). The CDE, scheduled for withdrawal, is available solely with the Aero model's interior. All the 9000 sold on our market have an electronic air conditioning system, cruise control, a tilt steering wheel, heated front seats, headlight washers, a rear windshield wiper (with a washer), fog lamps in front and back, precabling for a CD player, a super Harmon Kardon sound system and a remote door locking system coupled with an antitheft system. The 9000's so-called aerodynamic cockpit is starting to look outdated. But on the other hand, those who like Saab cars because of their originality are no doubt still very much taken with the design. Driving Impressions There are still three 2.3L four-cylinder engines to power this family of front-wheel drives. The first, with an output of 170-hp thanks to its light pressure turbo, belongs to the CS (with automatic or manual transmission). The second, with a 200-hp thanks to a regular turbo, is the only one capable of setting up is home under the hood of the "50th", but it can be coupled with either the automatic or the manual transmission. It is also featured on the CDE. The third, a high-intake turbo, brings 225 horses to the Aero Sport version featuring a manual transmission. The 3.0L V6 is not longer available. Until a replacement is found, the 9000 continues to suffer from slight instability in the rear (because of the solid axle) and a wildly varying amount of torque (the turbo effect). To makes things a bit worse, rear visibility is more or less acceptable given the hatchback angle. But it's still a lot of fun to bring out the sporty side of this tank-like automobile. CD97DBI d A ÿ Saab 9000 Presentation Saab turns 50 in 1997 and to mark the anniversary, the Swedish corporation is offering a "50th Anniversary" model. The new comer is heavily inspired by the CSE version (which no longer exists), but is special mainly because of the magic of a few well-chosen changes. For example, the front and back have a wrap-around look (borrowed from the 9000 Aero) and 16-inch wheels draw attention with their special covers. A matching spoiler is the topnote on the chassis, calibrated for sportier driving. All this as consolation for those who don't live in Europe, where early in the year roads will be travelled by the all-new Saab 9000, a 1998 that won't get to North America before next fall. For the moment, we have three "old" 9000 hatchbacks, namely the Aero (from 1994), the CS and the 50th anniversary CSE, as well as a four-door CDE sedan scheduled for withdrawal in December. A few other small changes: the 9000 rear badge has been revised and not mirrors match the bodywork. Speaking of colors, the new tints introduced as replacements for old hues are the same as those described (with a touch of poetry!) in the article on the 900 models. Interior The "50th" model has leather bucket seats featuring a two-toned sable color and bearing the special emblem also woven into the carpeting. The steering wheel combines leather and wood, just like the Jaguar XJR's. If you check off the leather option on the CS, you'll get power seats in the front (although they can't be programmed). The CDE, scheduled for withdrawal, is available solely with the Aero model's interior. All the 9000 sold on our market have an electronic air conditioning system, cruise control, a tilt steering wheel, heated front seats, headlight washers, a rear windshield wiper (with a washer), fog lamps in front and back, precabling for a CD player, a super Harmon Kardon sound system and a remote door locking system coupled with an antitheft system. The 9000's so-called aerodynamic cockpit is starting to look outdated. But on the other hand, those who like Saab cars because of their originality are no doubt still very much taken with the design. Driving Impressions There are still three 2.3L four-cylinder engines to power this family of front-wheel drives. The first, with an output of 170-hp thanks to its light pressure turbo, belongs to the CS (with automatic or manual transmission). The second, with a 200-hp thanks to a regular turbo, is the only one capable of setting up is home under the hood of the "50th", but it can be coupled with either the automatic or the manual transmission. It is also featured on the CDE. The third, a high-intake turbo, brings 225 horses to the Aero Sport version featuring a manual transmission. The 3.0L V6 is not longer available. Until a replacement is found, the 9000 continues to suffer from slight instability in the rear (because of the solid axle) and a wildly varying amount of torque (the turbo effect). To makes things a bit worse, rear visibility is more or less acceptable given the hatchback angle. But it's still a lot of fun to bring out the sporty side of this tank-like automobile. CD97DBI d L ÿ Saturn SC Presentation Sedans (SL, SL1 and SL2) and wagons (SW1 and SW2) were revamped in 1996, but the coupes (SC1 and SC2) were set aside until a later date. Not anymore. The year 1997 marks a whole new look. Now based on the same platform as the sedans and the breaks, the coupes offer their passengers a roomier interior thanks to their longer wheelbase. The steel engine hood is sleeker and the polymer fenders are rounded. The 15-inch alloy wheels are now standard on the SC2; the first generation's hidden headlights have disappeared in favor of standard headlights; the boomerang-shaped spoiler is optional on the SC1 but standard on the SC2. When you look closely, especially from the sides, the new coupe looks like an Eagle Talon. A cleverly designed lip on the top of the door minimizes the risk of getting wet when you get out of the car after a strong shower. And an identical feature prevents water from seeping inside the trunk. Although they're made of recyclable plastic, when you close them doors don't vibrate as much as they used to in the past. Two new colors: light green and copper. Interior The driver's seat is firm, fits well and applies a natural pressure to the lower back, an orthopedic choice about as subtle as the taste of cod liver oil. Seats on the coupes have been given new and young-looking upholstery. The leather seat on the SC2 features lumbar adjustment. A big oversight: the bench seat on the SW1 has not headrests. The coupe's roomier interior translates into 2.7 cm of extra headroom in front and 1.8 cm more in the rear, but there's still not enough: long-necked people still have to scrunch down if there heads are anywhere close to the vehicle's doors. There's more room on the 60/40 folddown seat on the wagon. Terrified of running out of gas? A pilot light reminds you to fill 'er up before it's too late. A CD player mounted on the dashboard is now available. For lack of an outside handle on the wagon's hatchback (also made of recyclable plastic), you'll bless the remote lid release system. The signal light switch helps develop your finger muscles. Saturn still has that same old urge to use original levers, buttons and controls - if they're not just bizarre. These are supposed to be "reinvented" cars, so designers are intent on proving it by using the oddest shapes and forms. The trend continues on the new coupes, but with few changes on the inside. Driving Impressions The two 1.9L four-cylinders are still available, with a single or double overhead cam (100 or 124 horses). On the sedans, last year engineers tackled the problem of engine noise. For 1997 the powertrain's supports have been revised and some tricks tested on the 1995 coupes have been extended to these models as well. But both engines still sound like diesel units when they first start up. There's still plenty of work to do. The steering system is efficient, but braking power fades fast. An ABS system is an absolute must for optimum traction control. Construction is sturdier and you can easily zip along at slightly high speeds without the fear of excessive roll on corners. Tall people used to complain that the driver's seat couldn't be moved back far enough, so Saturn gave them an extra 2.2 cm. The passenger seat glides back into its original position as soon as rear-seat passengers are comfortable in their assigned places. The base wagon still suffers the effects of a stubborn manual transmission that seems to churn instead of shifting. On the plus side: there's a fair amount of cargo space and the 60/40 rear seat folds down for even more room. Although their originality almost makes them marginal, Saturn models score a high marks with consumers. The proof: you can see thousands of them at almost any drive-in movie... CD97DBI d L ÿ Saturn SL Presentation Sedans (SL, SL1 and SL2) and wagons (SW1 and SW2) were revamped in 1996, but the coupes (SC1 and SC2) were set aside until a later date. Not anymore. The year 1997 marks a whole new look. Now based on the same platform as the sedans and the breaks, the coupes offer their passengers a roomier interior thanks to their longer wheelbase. The steel engine hood is sleeker and the polymer fenders are rounded. The 15-inch alloy wheels are now standard on the SC2; the first generation's hidden headlights have disappeared in favor of standard headlights; the boomerang-shaped spoiler is optional on the SC1 but standard on the SC2. When you look closely, especially from the sides, the new coupe looks like an Eagle Talon. A cleverly designed lip on the top of the door minimizes the risk of getting wet when you get out of the car after a strong shower. And an identical feature prevents water from seeping inside the trunk. Although they're made of recyclable plastic, when you close them doors don't vibrate as much as they used to in the past. Two new colors: light green and copper. Interior The driver's seat is firm, fits well and applies a natural pressure to the lower back, an orthopedic choice about as subtle as the taste of cod liver oil. Seats on the coupes have been given new and young-looking upholstery. The leather seat on the SC2 features lumbar adjustment. A big oversight: the bench seat on the SW1 has not headrests. The coupe's roomier interior translates into 2.7 cm of extra headroom in front and 1.8 cm more in the rear, but there's still not enough: long-necked people still have to scrunch down if there heads are anywhere close to the vehicle's doors. There's more room on the 60/40 folddown seat on the wagon. Terrified of running out of gas? A pilot light reminds you to fill 'er up before it's too late. A CD player mounted on the dashboard is now available. For lack of an outside handle on the wagon's hatchback (also made of recyclable plastic), you'll bless the remote lid release system. The signal light switch helps develop your finger muscles. Saturn still has that same old urge to use original levers, buttons and controls - if they're not just bizarre. These are supposed to be "reinvented" cars, so designers are intent on proving it by using the oddest shapes and forms. The trend continues on the new coupes, but with few changes on the inside. Driving Impressions The two 1.9L four-cylinders are still available, with a single or double overhead cam (100 or 124 horses). On the sedans, last year engineers tackled the problem of engine noise. For 1997 the powertrain's supports have been revised and some tricks tested on the 1995 coupes have been extended to these models as well. But both engines still sound like diesel units when they first start up. There's still plenty of work to do. The steering system is efficient, but braking power fades fast. An ABS system is an absolute must for optimum traction control. Construction is sturdier and you can easily zip along at slightly high speeds without the fear of excessive roll on corners. Tall people used to complain that the driver's seat couldn't be moved back far enough, so Saturn gave them an extra 2.2 cm. The passenger seat glides back into its original position as soon as rear-seat passengers are comfortable in their assigned places. The base wagon still suffers the effects of a stubborn manual transmission that seems to churn instead of shifting. On the plus side: there's a fair amount of cargo space and the 60/40 rear seat folds down for even more room. Although their originality almost makes them marginal, Saturn models score a high marks with consumers. The proof: you can see thousands of them at almost any drive-in movie... CD97DBI d M ÿ Saturn SW Presentation Sedans (SL, SL1 and SL2) and wagons (SW1 and SW2) were revamped in 1996, but the coupes (SC1 and SC2) were set aside until a later date. Not anymore. The year 1997 marks a whole new look. Now based on the same platform as the sedans and the breaks, the coupes offer their passengers a roomier interior thanks to their longer wheelbase. The steel engine hood is sleeker and the polymer fenders are rounded. The 15-inch alloy wheels are now standard on the SC2; the first generation's hidden headlights have disappeared in favor of standard headlights; the boomerang-shaped spoiler is optional on the SC1 but standard on the SC2. When you look closely, especially from the sides, the new coupe looks like an Eagle Talon. A cleverly designed lip on the top of the door minimizes the risk of getting wet when you get out of the car after a strong shower. And an identical feature prevents water from seeping inside the trunk. Although they're made of recyclable plastic, when you close them doors don't vibrate as much as they used to in the past. Two new colors: light green and copper. Interior The driver's seat is firm, fits well and applies a natural pressure to the lower back, an orthopedic choice about as subtle as the taste of cod liver oil. Seats on the coupes have been given new and young-looking upholstery. The leather seat on the SC2 features lumbar adjustment. A big oversight: the bench seat on the SW1 has not headrests. The coupe's roomier interior translates into 2.7 cm of extra headroom in front and 1.8 cm more in the rear, but there's still not enough: long-necked people still have to scrunch down if there heads are anywhere close to the vehicle's doors. There's more room on the 60/40 folddown seat on the wagon. Terrified of running out of gas? A pilot light reminds you to fill 'er up before it's too late. A CD player mounted on the dashboard is now available. For lack of an outside handle on the wagon's hatchback (also made of recyclable plastic), you'll bless the remote lid release system. The signal light switch helps develop your finger muscles. Saturn still has that same old urge to use original levers, buttons and controls - if they're not just bizarre. These are supposed to be "reinvented" cars, so designers are intent on proving it by using the oddest shapes and forms. The trend continues on the new coupes, but with few changes on the inside. Driving Impressions The two 1.9L four-cylinders are still available, with a single or double overhead cam (100 or 124 horses). On the sedans, last year engineers tackled the problem of engine noise. For 1997 the powertrain's supports have been revised and some tricks tested on the 1995 coupes have been extended to these models as well. But both engines still sound like diesel units when they first start up. There's still plenty of work to do. The steering system is efficient, but braking power fades fast. An ABS system is an absolute must for optimum traction control. Construction is sturdier and you can easily zip along at slightly high speeds without the fear of excessive roll on corners. Tall people used to complain that the driver's seat couldn't be moved back far enough, so Saturn gave them an extra 2.2 cm. The passenger seat glides back into its original position as soon as rear-seat passengers are comfortable in their assigned places. The base wagon still suffers the effects of a stubborn manual transmission that seems to churn instead of shifting. On the plus side: there's a fair amount of cargo space and the 60/40 rear seat folds down for even more room. Although their originality almost makes them marginal, Saturn models score a high marks with consumers. The proof: you can see thousands of them at almost any drive-in movie... CD97DBI d # ÿ Subaru Impreza Presentation The Impreza is the thorn in SubaruÆs side. Visually unappealing to many eyes, and ridiculously expensive (they counter that accusation by pointing out that it is still assembled in Japan), the Impreza rarely makes it onto the short list of buyers looking for a good sub-compact. To remedy the situation, Subaru intends to lower the price, import the 2.2-1iter instead of the 1.8-1iter engine, and to market an Outback version. Will this be enough? Interior The interior layout is meant to be well thought out, but the driver occasionally has to take his eyes off the road to find some of the controls (radio and air-conditioning). The seats are comfortable, as always, and the driving position is fine, if a tad low. Only the family vocation of the Sportwagon can be questioned, as the rear wheel wells eat into cargo space. Driving Impressions The 2.2 liter engine (135 hp) gives the Impreza a chance to show what it can do. Solid construction, neutral road handling, and surprising agility are all points in its favour. The all-wheel drive is rather noisy, but that is offset by the carÆs steady grip on dubious surfaces. The suspension tends to convey road surface imperfections, but overall, the evaluation is positive. Will these changes give the Impreza a chance to distinguish itself like its racing cousin, which wins all the World Rally Championships? WeÆll know the answer to that next year... CD97DBI d # ÿ Subaru Impreza Presentation The Impreza is the thorn in SubaruÆs side. Visually unappealing to many eyes, and ridiculously expensive (they counter that accusation by pointing out that it is still assembled in Japan), the Impreza rarely makes it onto the short list of buyers looking for a good sub-compact. To remedy the situation, Subaru intends to lower the price, import the 2.2-1iter instead of the 1.8-1iter engine, and to market an Outback version. Will this be enough? Interior The interior layout is meant to be well thought out, but the driver occasionally has to take his eyes off the road to find some of the controls (radio and air-conditioning). The seats are comfortable, as always, and the driving position is fine, if a tad low. Only the family vocation of the Sportwagon can be questioned, as the rear wheel wells eat into cargo space. Driving Impressions The 2.2 liter engine (135 hp) gives the Impreza a chance to show what it can do. Solid construction, neutral road handling, and surprising agility are all points in its favour. The all-wheel drive is rather noisy, but that is offset by the carÆs steady grip on dubious surfaces. The suspension tends to convey road surface imperfections, but overall, the evaluation is positive. Will these changes give the Impreza a chance to distinguish itself like its racing cousin, which wins all the World Rally Championships? WeÆll know the answer to that next year... _ CD97DBI d # ÿ _Subaru Impreza Presentation The Impreza is the thorn in SubaruÆs side. Visually unappealing to many eyes, and ridiculously expensive (they counter that accusation by pointing out that it is still assembled in Japan), the Impreza rarely makes it onto the short list of buyers looking for a good sub-compact. To remedy the situation, Subaru intends to lower the price, import the 2.2-1iter instead of the 1.8-1iter engine, and to market an Outback version. Will this be enough? Interior The interior layout is meant to be well thought out, but the driver occasionally has to take his eyes off the road to find some of the controls (radio and air-conditioning). The seats are comfortable, as always, and the driving position is fine, if a tad low. Only the family vocation of the Sportwagon can be questioned, as the rear wheel wells eat into cargo space. Driving Impressions The 2.2 liter engine (135 hp) gives the Impreza a chance to show what it can do. Solid construction, neutral road handling, and surprising agility are all points in its favour. The all-wheel drive is rather noisy, but that is offset by the carÆs steady grip on dubious surfaces. The suspension tends to convey road surface imperfections, but overall, the evaluation is positive. Will these changes give the Impreza a chance to distinguish itself like its racing cousin, which wins all the World Rally Championships? WeÆll know the answer to that next year... _ CD97DBI d # ÿ _Subaru Impreza Presentation The Impreza is the thorn in SubaruÆs side. Visually unappealing to many eyes, and ridiculously expensive (they counter that accusation by pointing out that it is still assembled in Japan), the Impreza rarely makes it onto the short list of buyers looking for a good sub-compact. To remedy the situation, Subaru intends to lower the price, import the 2.2-1iter instead of the 1.8-1iter engine, and to market an Outback version. Will this be enough? Interior The interior layout is meant to be well thought out, but the driver occasionally has to take his eyes off the road to find some of the controls (radio and air-conditioning). The seats are comfortable, as always, and the driving position is fine, if a tad low. Only the family vocation of the Sportwagon can be questioned, as the rear wheel wells eat into cargo space. Driving Impressions The 2.2 liter engine (135 hp) gives the Impreza a chance to show what it can do. Solid construction, neutral road handling, and surprising agility are all points in its favour. The all-wheel drive is rather noisy, but that is offset by the carÆs steady grip on dubious surfaces. The suspension tends to convey road surface imperfections, but overall, the evaluation is positive. Will these changes give the Impreza a chance to distinguish itself like its racing cousin, which wins all the World Rally Championships? WeÆll know the answer to that next year... _ CD97DBI d & ÿ _Subaru Legacy Presentation Take a Legacy family sedan. Boost the ground clearance. Dress it up, give it a catchy name, and have Crocodile Dundee serve it to the public. What do you get? The Outback, which puts some spice into the Legacy recipe. For 1997, Subaru is taking a similar approach to the sedan. This time around, the ôGTö suffix has been applied to the trunk so that this car can compete with the Jetta GLX VR6 and other muscular compacts. Interior The doors open to reveal a rather uninspired but adequately laid-out and well-equipped cabin. The essential controls are here, although the base model has no tachometer. An ingenious touch: the cup-holder automatically slides toward the front passenger so that it doesnÆt block the air and stereo controls. Comfort could be better: the front seats are low, and the poorly-padded rear seatback is set at an uncomfortable angle. Driving Impressions The standard engine for the Legacy is a noisy 2.2 liter pancake engine that performs modestly at best. Nor is its cause helped by a manual transmission which, despite SubaruÆs commendable efforts, does not shift accurately. However, the quiet-running 2.5 liter engine is teamed up with an excellent automatic transmission. The steering is relatively precise and the braking solid, although the ABS system makes noise. The quality and size of the tires on the different versions have a definite influence on road handling, which ranges from under-steered (front-wheel drive) to neutral (all-wheel drive). With the Outback and the GT, the Legacy has the features it needs to attract attention on a crowded playing field. _ CD97DBI d & ÿ _Subaru Legacy Presentation Take a Legacy family sedan. Boost the ground clearance. Dress it up, give it a catchy name, and have Crocodile Dundee serve it to the public. What do you get? The Outback, which puts some spice into the Legacy recipe. For 1997, Subaru is taking a similar approach to the sedan. This time around, the ôGTö suffix has been applied to the trunk so that this car can compete with the Jetta GLX VR6 and other muscular compacts. Interior The doors open to reveal a rather uninspired but adequately laid-out and well-equipped cabin. The essential controls are here, although the base model has no tachometer. An ingenious touch: the cup-holder automatically slides toward the front passenger so that it doesnÆt block the air and stereo controls. Comfort could be better: the front seats are low, and the poorly-padded rear seatback is set at an uncomfortable angle. Driving Impressions The standard engine for the Legacy is a noisy 2.2 liter pancake engine that performs modestly at best. Nor is its cause helped by a manual transmission which, despite SubaruÆs commendable efforts, does not shift accurately. However, the quiet-running 2.5 liter engine is teamed up with an excellent automatic transmission. The steering is relatively precise and the braking solid, although the ABS system makes noise. The quality and size of the tires on the different versions have a definite influence on road handling, which ranges from under-steered (front-wheel drive) to neutral (all-wheel drive). With the Outback and the GT, the Legacy has the features it needs to attract attention on a crowded playing field. CD97DBI d & ÿ Subaru Legacy Presentation Take a Legacy family sedan. Boost the ground clearance. Dress it up, give it a catchy name, and have Crocodile Dundee serve it to the public. What do you get? The Outback, which puts some spice into the Legacy recipe. For 1997, Subaru is taking a similar approach to the sedan. This time around, the ôGTö suffix has been applied to the trunk so that this car can compete with the Jetta GLX VR6 and other muscular compacts. Interior The doors open to reveal a rather uninspired but adequately laid-out and well-equipped cabin. The essential controls are here, although the base model has no tachometer. An ingenious touch: the cup-holder automatically slides toward the front passenger so that it doesnÆt block the air and stereo controls. Comfort could be better: the front seats are low, and the poorly-padded rear seatback is set at an uncomfortable angle. Driving Impressions The standard engine for the Legacy is a noisy 2.2 liter pancake engine that performs modestly at best. Nor is its cause helped by a manual transmission which, despite SubaruÆs commendable efforts, does not shift accurately. However, the quiet-running 2.5 liter engine is teamed up with an excellent automatic transmission. The steering is relatively precise and the braking solid, although the ABS system makes noise. The quality and size of the tires on the different versions have a definite influence on road handling, which ranges from under-steered (front-wheel drive) to neutral (all-wheel drive). With the Outback and the GT, the Legacy has the features it needs to attract attention on a crowded playing field. _ CD97DBI d & ÿ _Subaru Legacy Presentation Take a Legacy family sedan. Boost the ground clearance. Dress it up, give it a catchy name, and have Crocodile Dundee serve it to the public. What do you get? The Outback, which puts some spice into the Legacy recipe. For 1997, Subaru is taking a similar approach to the sedan. This time around, the ôGTö suffix has been applied to the trunk so that this car can compete with the Jetta GLX VR6 and other muscular compacts. Interior The doors open to reveal a rather uninspired but adequately laid-out and well-equipped cabin. The essential controls are here, although the base model has no tachometer. An ingenious touch: the cup-holder automatically slides toward the front passenger so that it doesnÆt block the air and stereo controls. Comfort could be better: the front seats are low, and the poorly-padded rear seatback is set at an uncomfortable angle. Driving Impressions The standard engine for the Legacy is a noisy 2.2 liter pancake engine that performs modestly at best. Nor is its cause helped by a manual transmission which, despite SubaruÆs commendable efforts, does not shift accurately. However, the quiet-running 2.5 liter engine is teamed up with an excellent automatic transmission. The steering is relatively precise and the braking solid, although the ABS system makes noise. The quality and size of the tires on the different versions have a definite influence on road handling, which ranges from under-steered (front-wheel drive) to neutral (all-wheel drive). With the Outback and the GT, the Legacy has the features it needs to attract attention on a crowded playing field. CD97DBI d & ÿ Subaru Legacy Presentation Take a Legacy family sedan. Boost the ground clearance. Dress it up, give it a catchy name, and have Crocodile Dundee serve it to the public. What do you get? The Outback, which puts some spice into the Legacy recipe. For 1997, Subaru is taking a similar approach to the sedan. This time around, the ôGTö suffix has been applied to the trunk so that this car can compete with the Jetta GLX VR6 and other muscular compacts. Interior The doors open to reveal a rather uninspired but adequately laid-out and well-equipped cabin. The essential controls are here, although the base model has no tachometer. An ingenious touch: the cup-holder automatically slides toward the front passenger so that it doesnÆt block the air and stereo controls. Comfort could be better: the front seats are low, and the poorly-padded rear seatback is set at an uncomfortable angle. Driving Impressions The standard engine for the Legacy is a noisy 2.2 liter pancake engine that performs modestly at best. Nor is its cause helped by a manual transmission which, despite SubaruÆs commendable efforts, does not shift accurately. However, the quiet-running 2.5 liter engine is teamed up with an excellent automatic transmission. The steering is relatively precise and the braking solid, although the ABS system makes noise. The quality and size of the tires on the different versions have a definite influence on road handling, which ranges from under-steered (front-wheel drive) to neutral (all-wheel drive). With the Outback and the GT, the Legacy has the features it needs to attract attention on a crowded playing field. _ CD97DBI d $ ÿ Subaru SVX Presentation In 1991, when Subaru launched the SVX, it had high hopes that the model would pave the way for a new generation of cars emblazoned with the trademark constellation. But the SVX did not get the expected reaction and has languished on the sidelines ever since. Interior The interior is showing its age, and the strips of imitation wood do nothing to enhance an already dull dashboard. After a while we began to curse the air-conditioner, which is hard to regulate. And what can we say about those split side windows? Original, sure, but the wide black frame hinders visibility and the fixed sections make drive-through restaurant orders complicated. And although this is by no means a low-end car, the quality of finishing leaves something to be desired. Clearly, all is not well. Driving Impressions SubaruÆs SVX has one of the most appetizing technical spec sheets in the industry. Take a look: all-wheel drive, flat-six engine, multiple function transmission. In other words, it boasts the best ingredients and woos us with promises. Now, performances are interesting enough, but accelerations just donÆt have enough punch. Mind you, the car has a heavy technological arsenal, which probably explains its sluggish reactions on twisting roads. However, it moves with great assurance and stability in wider curves. Lastly, the steering could be a tad more precise, and the brakes need more bite. Like the Citroδn SM of yore, the SVX is one of the most technically sophisticated cars of its time. Maybe a bit too sophisticated... _ CD97DBI d ( ÿ Suzuki Esteem Presentation Looking back, it can be said without offending anyone that Suzuki aimed too high. The small Japanese firm introduced three new products within just a few months in market segments where it had little or no experience. In each case, Suzuki wanted to shine, to assert itself, to stand out from the crowd, especially in the cut-throat niche of the sub-compacts, where the Esteem was placed two years ago, but with no great success. Interior On paper, the first "full-sized" Suzuki car has what it takes to compete in its category. Its 248 cm wheelbase means it can be compared to a number of sub-compacts. Three versions are available: GL, GLX and GLX ABS. The standard equipment is quite impressive, and the price is competitive. The appearance of the interior is neat, although some of the controls seem moulded in inexpensive plastic. Bucket seats offer good support, however, more heavily padded seats would surely make long rides less backbreaking. Driving Impressions Under the hood of this Suzuki, you'll see a 1.6 litre, four-cylinder engine you can couple with a five-speed manual or a four-speed automatic transmission. If the car is equipped with an automatic transmission, the 98 hp of these four cylinders struggle due to the jerky gear shifts. Vehicle handling is reliable, yet placid. As soon as you start accelerating, tires are slow to respond and the Esteem oversteers shamelessly. As well, the steering lacks precision and makes heading hold less than perfect. Suspension travel, however, is impressive for such a small car, and brakes respond to the challenge. The Esteem is an interesting sub-compact which would be worth the detour if Suzuki took the trouble to invite us. CD97DBI d ( ÿ Suzuki Sidekick Presentation Not satisfied with competing against General Motors in showrooms (Geo Tracker and Pontiac Sunrunner), Suzuki is now introducing a new generation of ambitious, but more expensive utility vehicles (Rav4 and CR-V). A lack of novelty makes the price of the Sidekick and Sidekick Sport their only attractive feature. Interior We all know the appearance of the Sidekick interior by heart, but not that of the Sidekick Sport which was introduced late last year. Its exterior sports the two-tone paint and distinctive grille which, according to Suzuki, give it its "adventurous spirit". Inside, the dashboard comprises almost all the deluxe accessories (A/C system, power lock and windows) you'll find in the Suzuki options catalogue. On the other hand, the decoration is rather dull, and the quality of some materials is not up to par for such an expensive utility vehicle, not to mention the narrow rear seats and a bench seat which is uncomfortable for long trips. Driving Impressions Only the Sidekick Sport has a 2.8 litre, four-cylinder, 118 hp engine; that's 23 more than the 1.6 litre version which all regular versions are equipped with. That's still barely enough, and the lack of power of this engine shows when the vehicle has to accommodate passengers and a normal load, or when it has to go up hilly terrain. The Sport, which is higher and longer than the other Sidekicks, offers better stability and a less problematic heading hold. Its general comfort also makes you quickly forget the regular models' jerky performance on bad roads, although the noise level still remains high. The year 1997 promises to be a difficult one for the Sidekick family... CD97DBI d ( ÿ Suzuki Sidekick Presentation Not satisfied with competing against General Motors in showrooms (Geo Tracker and Pontiac Sunrunner), Suzuki is now introducing a new generation of ambitious, but more expensive utility vehicles (Rav4 and CR-V). A lack of novelty makes the price of the Sidekick and Sidekick Sport their only attractive feature. Interior We all know the appearance of the Sidekick interior by heart, but not that of the Sidekick Sport which was introduced late last year. Its exterior sports the two-tone paint and distinctive grille which, according to Suzuki, give it its "adventurous spirit". Inside, the dashboard comprises almost all the deluxe accessories (A/C system, power lock and windows) you'll find in the Suzuki options catalogue. On the other hand, the decoration is rather dull, and the quality of some materials is not up to par for such an expensive utility vehicle, not to mention the narrow rear seats and a bench seat which is uncomfortable for long trips. Driving Impressions Only the Sidekick Sport has a 2.8 litre, four-cylinder, 118 hp engine; that's 23 more than the 1.6 litre version which all regular versions are equipped with. That's still barely enough, and the lack of power of this engine shows when the vehicle has to accommodate passengers and a normal load, or when it has to go up hilly terrain. The Sport, which is higher and longer than the other Sidekicks, offers better stability and a less problematic heading hold. Its general comfort also makes you quickly forget the regular models' jerky performance on bad roads, although the noise level still remains high. The year 1997 promises to be a difficult one for the Sidekick family... CD97DBI d ( ÿ Suzuki Sidekick Sport Presentation Not satisfied with competing against General Motors in showrooms (Geo Tracker and Pontiac Sunrunner), Suzuki is now introducing a new generation of ambitious, but more expensive utility vehicles (Rav4 and CR-V). A lack of novelty makes the price of the Sidekick and Sidekick Sport their only attractive feature. Interior We all know the appearance of the Sidekick interior by heart, but not that of the Sidekick Sport which was introduced late last year. Its exterior sports the two-tone paint and distinctive grille which, according to Suzuki, give it its "adventurous spirit". Inside, the dashboard comprises almost all the deluxe accessories (A/C system, power lock and windows) you'll find in the Suzuki options catalogue. On the other hand, the decoration is rather dull, and the quality of some materials is not up to par for such an expensive utility vehicle, not to mention the narrow rear seats and a bench seat which is uncomfortable for long trips. Driving Impressions Only the Sidekick Sport has a 2.8 litre, four-cylinder, 118 hp engine; that's 23 more than the 1.6 litre version which all regular versions are equipped with. That's still barely enough, and the lack of power of this engine shows when the vehicle has to accommodate passengers and a normal load, or when it has to go up hilly terrain. The Sport, which is higher and longer than the other Sidekicks, offers better stability and a less problematic heading hold. Its general comfort also makes you quickly forget the regular models' jerky performance on bad roads, although the noise level still remains high. The year 1997 promises to be a difficult one for the Sidekick family... CD97DBI d ( ÿ Suzuki Sidekick Sport Presentation Not satisfied with competing against General Motors in showrooms (Geo Tracker and Pontiac Sunrunner), Suzuki is now introducing a new generation of ambitious, but more expensive utility vehicles (Rav4 and CR-V). A lack of novelty makes the price of the Sidekick and Sidekick Sport their only attractive feature. Interior We all know the appearance of the Sidekick interior by heart, but not that of the Sidekick Sport which was introduced late last year. Its exterior sports the two-tone paint and distinctive grille which, according to Suzuki, give it its "adventurous spirit". Inside, the dashboard comprises almost all the deluxe accessories (A/C system, power lock and windows) you'll find in the Suzuki options catalogue. On the other hand, the decoration is rather dull, and the quality of some materials is not up to par for such an expensive utility vehicle, not to mention the narrow rear seats and a bench seat which is uncomfortable for long trips. Driving Impressions Only the Sidekick Sport has a 2.8 litre, four-cylinder, 118 hp engine; that's 23 more than the 1.6 litre version which all regular versions are equipped with. That's still barely enough, and the lack of power of this engine shows when the vehicle has to accommodate passengers and a normal load, or when it has to go up hilly terrain. The Sport, which is higher and longer than the other Sidekicks, offers better stability and a less problematic heading hold. Its general comfort also makes you quickly forget the regular models' jerky performance on bad roads, although the noise level still remains high. The year 1997 promises to be a difficult one for the Sidekick family... CD97DBI d ( ÿ ûSuzuki Swift Presentation Suzuki has more than proven itself in designing small economy model cars. With the Swift, it again outdoes itself and sets new standards. "A manufacturer can't sit on his laurels and offer an outdated car devoid of safety equipment". Thanks to its two airbags, optional ABS and new reinforcing door beams, the Swift belies those who claim that an automobile's safety level is proportional how thick the buyer's wallet is. Interior The interior is not very cheery. The overly simplified instruments soon remind you that you're traveling in economy class. The front bucket seats, offering neither great comfort or support, are just adequate enough for city driving. Rear seats, with their inconvenient access, are just plain hard. However, the lift gate reveals a decent luggage area, considering the car's size, and you can get even more in if you fold down the rear seat. Driving Impressions Fun and maneuverable on city streets, driving the Swift becomes a tedious job on expressways, due to its light and imprecise steering. The three-speed automatic transmission is also detrimental to the fuel economy of the 1.3 litre, four-cylinder engine. If you want to have fun, select the manual transmission. With a short wheelbase, the suspension does what it can - that is, not very much - to avoid shaking you like a plum tree when you go over the holes and bumps our roads are full of. The tiny, all-weather tires bite into asphalt like dentures into an apple, making it necessary to drive carefully: understeering is a frequent occurrence. All things considered, there exist on the market today slightly more expensive but much more versatile cars which make driving outside the city much pleasant. CD97DBI d * ÿ Suzuki X-90 Presentation "Chance smiles upon those who dare", says the old maxim, but the Suzuki X-90 seems to be the exception to the rule. With its original shapes, first introduced as a prototype, this vehicle hasn't received the thunderous applause hoped for, despite Suzuki's advertising claims. For once, however, Suzuki's marketing strategy doesn't seem to be responsible for poor sales of the X-90, which seems to be more popular with kids than their parents. It features no changes for 1997. Interior Take a very short wheelbase (that of a two-door Sidekick, for example), an integral transmission (4X4) and big wheels. Add two seats and cover them with a glass T-top. Suzuki tried it, and the result was the X-90, a very bold formula not lacking spice. The equipment is distinctive, but the price of the X-90 is high at almost $20,000, which leads one to think. The finish of the models tested was out of keeping with what Suzuki had accustomed us to. You can't even rely on the radio to drown out the harsh sounds in this noisy body; reception is too bad. Driving Impressions Under the short hood, you'll find well-known mechanics, a token of reliability, in the 1.6 litre, four-cylinder, 16-valve engine of the Sidekick. With the X-90's low road clearance, you shouldn't go off the beaten track. Moreover, it would be false to clam that it offers increased motivity on roads with a low friction coefficient. This small vehicle is unstable on bad roads and takes a little while to straighten out when it's pushed a bit too much, which means you have to remain vigilant at all times. The engine lacks nerve, and the automatic transmission lets you know each time you change gears abruptly. The X-90 proves that it's sometimes better to admire a prototype on its pedestal than put it into production. CD97DBI d G ÿ Toyota 4Runner SR5 Presentation In 1996, Toyota introduced the third generation of its 4Runner utility and this year it's still on its merry little way, with no stumbling blocks in sight. It comes in three versions: the SR5, SR5 V6, and Limited (which was almost saddled with the name Sequoia). The first two models come with either a manual or an automatic transmission, but the Limited is available solely with an automatic. From the outside, the new "V6" badge already gives a clear-cut picture of what the mechanical system is like, but nothing more. Don't look for a two-door version, since this particular configuration was withdrawn in the early 90s. The Limited has a very special packaging: roof gallery, running board, chrome side trims and 16-inch alloy wheels. Although Toyota redesigned the 4Runner by adopting several rounded lines from the Ford Explorer, a bestseller in America, the Japanese product still kept a few of its singular traits, notably a height that surpasses anything you find on comparable models, except for the Land Rover and the GM (Yukon/Tahoe). Interior Seats feature special sculpturing on the sides - so much the better if that means that the leather bucket seats won't end up as scratched as they might be as people climb on and off the 4Runner. The power driver's seat is super comfortable and fully adjustable and the headrest and footrest are nice touches. The bench seat features comfortable padding and is roomier than ever. For 1997, the SR5 V6 has different cloth trims on doors and standard cruise control. The base model has been improved to make it sound better in the lower rpm range. The CD/cassette player is hooked up to six speakers and a graphic equalizer and along with the antitheft system, it's part of standard equipment on the Limited. As a matter of fact, if you decide to move from the SR5 V6 to the Limited, you get the added bonus of power windows, cruise control and two additional speakers. Dual airbags are standard on all 4Runner models. The Limited comes with only one option, a sunroof. In summary, suffice it to say that the new 4Runner has the kind of luxury that was lacking on the previous edition. Driving Impressions In 1996, the optional 3.0L V6 gave way to a 24-valve 3.4L with 33 more horses (183 in all). The four-cylinder is still available on the base model, but now it's a 2.7L instead of a 2.4L, which spells a significant gain in output (from 166 to 150 horses). In reality, the new four is now equivalent to the old six. A transfer box lets the driver switch on demand from rear-wheel to all-wheel drive. Only the Limited has push button 4WD. A second button blocks the rear differential when wheels begin to lose traction. Toyota has dropped the old ball steering system in favor of power rack-and-pinion steering. Advantages: lightness and stability. On hills, when you push down hard on the gas pedal or you downshift, the V6 soon drowns out any conversations passengers may be engaged in. Visibility is excellent from all angles. Brakes seem to be efficient, but they aren't perfect, and there's some whistling as the wind hits the windshield, particularly at high speeds. The 4Runner's P265/70R16 tires are now supplied by Bridgestone instead of Dunlop. Toyota has come up with a 4Runner that's more rugged on the road, easier to handle and more comfortable for passengers. That's what it takes to compete with the other "living rooms on wheels" now crowded together in most showrooms. CD97DBI d = ÿ TOYOTA AVALON Presentation In 1995, Toyota offered us the Avalon, designed and assembled by and for Americans, and the first Japanese car offering a bench front seat. The Avalon, a four-door, front-wheel drive car available in XL and XLS models, has filled the void left by the departure of the Cressida back in 1991. Sitting on a long Camry chassis, it looks dull yet efficient (0.31 Cd). It's been retained, since it's still relatively recent. The few projected changes for 1997 won't help it stand out in a full parking lot: the mag wheels are sporting a new design, the radio antenna has disappeared into the windshield, the muffler end has been hidden to improve the vehicle's general look, mirrors are now heated and color-matched to the bodywork, and the tinted windows can better filter UV rays, so that the A/C system will have an easier time of it and the interior trim will keep its lustre longer. On the other hand, the driver's side has lost its lighted door lock. Interior The famous front seat is divided into two equal sections so that the driver and passenger can each adjust their half electrically. But what a hard seat and the centre folding armrest makes it even worse for a third passenger! It's nothing like the softness of a large American car. As for side mouldings, they're practically non-existent. Curved armrests, harmonious shades, and an exceptional finish remind us that it's a distinguished interior, opulent but not decadently so, like the cars Toyota has been offering us for years. No surprises are in store, except maybe the location of the gearshift lever attached to the steering column. It's almost vertical and its base is leather-covered; the position is a bit strange, though necessary in order to avoid the other two levers (cruise control and windshield wiper) located on the same side. Driving Impressions With the Lexus, it's a standard, but with Toyota, it's the first time a traction control system (Trac) has been offered as an option on a front-wheel drive car, and it's available on both Avalons. Reduced fuel intake and brake application work simultaneously to prevent wheel spin, resulting in improved linear stability. When the drive wheels each turn on a different surface (mud on one side and asphalt on the other), normal acceleration is almost attainable. The V6 is a refined version of the 3.0 litre, four-valve per cylinder and multipoint injection of the Camry. Power has been increased from 192 to 200 hp since last year (as on the Lexus ES300). A variable exhaust system has also been added: fumes are blown off normally at low engine speed, while a second valve opens at high engine speed to allow optimal exhaust. As a result, the car runs slightly faster, reaching 0-100 KPH in about 8 seconds, a very smooth acceleration since the designers have cushioned it inside as well as out. The steering wheel doesn't really give any indication of the feel of the road; however, the Avalon behaves like a prince when taking curves, devoid of rolling and plunging. All in all, the Avalon has the interior roominess of an American car, but it remains a Toyota, that is trustworthy and well-made. Improved advertizing efforts couldn't hurt. CD97DBI d 3 ÿ Toyota Camry Presentation Introduced in 1993, the Camry, with its rounded lines, appealed to a mature audience, mainly men, rather than to the younger generation. In order to achieve its goal of increasing sales by 25%, Toyota had to rethink its entire strategy to make the Camry more attractive to younger buyers (average age targeted: 46 years), without alienating the loyal clientele it already had. That was the dilemma facing Kosaku Yamada, the Camry's chief engineer. Interior The first task then was to go back to the drawing board and try to get away from the more or less successful bio-design of the preceding generation. Toyota management, noticeably carried away by enthusiasm, speak of a unique and refined style. However, some body panels and angles which remind us of the competition will have to be redesigned to be original. Longer, wider and more aerodynamic, the Camry opens its doors (the rear doors are longer) to a neat, carefully finished interior. A small sun visor is located above the T-shaped, stylish instrument panel to make reading easier and avoid the reflection of the sun's rays. That's all well and good, but what about the steering wheel rim, which hides part of the tachometer and a very critical area of the speedometer (80 - 120 KPH)? The centre console has played musical chairs: the radio is now located on the upper part, while the A/C system, with rotating controls, is on the bottom part. Another fact to note: the parking brake is now located between the two seats, while it used to be on the floor. Practical. Driving Impressions Once a boring and ho-hum experience, driving the new Camry gets your juices flowing. Souped up for 1997, the 2.2 litre, four-cylinder engine (standard) is pumped up, but still hits the wrong notes and is noisy at high acceleration. On the other hand, Toyota swears that it provides 11% more fuel economy than the preceding version. The Camry is available with a precision guidance manual transmission (Kosaku Yamada's favourite combination) or an automatic transmission whose best quality is that it can be quickly forgotten. This model's supreme defect is braking. It causes disturbing zigzagging due to its instability. To make matters worse, tires as slippery as soap are responsible for road contact. With its new garb, the Camry renews its ambitions and could very well be an unpleasant surprise for its competitors. CD97DBI d ) ÿ Toyota Celica Presentation By the time you read these lines, Toyota will undoubtedly have decided on the Celica's fate, that is, whether to take it off the market or give it another vocation. Should the latter prevail, the next Celica will be introduced in two years and will then represent the name's seventh generation. Until then, the Celica will have to defend itself on a cluttered market where sales melt like snow under the hot sun. Speaking of sun, here's a friendly suggestion for Toyota: why not import the convertible version, which could very likely shine the spotlight once more on its protΘgΘ? Interior Three years following its complete redesign, the Celica still has outstanding qualities. A comfortable driving position, a complete instrument panel, pleasant controls, convenient storage spaces, and a spacious trunk are the main qualities the Celica has to offer. In the minus column, there are the symbolic rear seats, restricted visibility, and the trunk's high sill. Driving Impressions This coupe has become more and more inoffensive as the years have gone by. It's unfortunate that the 2.2 litre engine doesn't perform as well as its noise might indicate. With such modest power, it's hard to make the best of the qualities of the chassis, which remains very rigid. It is not surprising that braking is reliable, the steering is well-balanced and the suspension is well adjusted in order to offer an acceptable compromise between road handling and comfort. There's no doubt that the Celica lacks power, but it should nevertheless satisfy a clientele looking for an inoffensive, yet very reliable sports coupe. CD97DBI d 6 ÿ Toyota Corolla Presentation The Corolla still has a few kilometres to go before it can pass the torch to the new generation of sub-compacts which have been heating up the tracks at the Toyota testing centre in California for the past few months. This will be the ninth generation of Corollas which, we have learned, has taken care of its minuses (roominess and price), cultivated its pluses (refinement and quality) and built on its assets (sturdiness and reliability). In the meantime, the Japanese manufacturer has eliminated the impractical family wagon from its line-up and kept only the sedan. Interior The Corolla invites you to seat yourself in a warm and refined interior which gives an impression of sturdiness that sets it apart from many of its albeit less expensive rivals. The dashboard has a handful of easy-to-read instruments and easy-to-reach controls. The contrary would have been surprising in view of the lack of equipment on the SD version. Consequently, be warned: the base price is attractive, but a visit to the options department is required if you want to dress up the interior with a radio-cassette player, intermittent windshield wipers or airbag, which was removed from the standard equipment two years ago. That being said, the Corolla's performance would have been almost flawless had it not been for the hard front bucket seats and the cramped rear seats. And what about the questionable A/C efficiency? Driving Impressions We might as well admit it right now: the Corolla is not among the most fun-to-drive automobiles in its category. However, its efficiency is outstanding! Its stunning neutrality in turns, significant comfort on bad roads and impeccable road handling are all qualities normally associated with superior class cars, and the Corolla has them. A slight steering play in the centre does not benefit from a power mechanism (SD), which results in difficult parking maneuvers. Neither the 1.6 litre, four-cylinder SD nor the 1.8 litre DX manage to make the Corolla an acceleration champion. The general performance of the 1.8 litre is more convincing and discreet (the more efficient sound-damping qualities of the DX must have something to do with it) than the 1.6 litre which, moreover, doesn't agree with the automatic transmission. To bring the price of this automobile down to a more realistic level, Toyota had no other choice than to curtail the accessories. The result is a car which is under-equipped (SD) or too expensive (DX). CD97DBI d < ÿ TOYOTA PASEO Presentation The Paseo sports coupe remains unchanged for 1997 (for the moment, only Americans will be driving the new convertible version). In reality, it was the 1996 model year which earned itself the most modifications, which still went almost unnoticed since Toyota didn't exert any effort to shout them from the rooftops. Made from the same platform as the Tercel (same wheelbase, just a bit longer and not as wide), the Paseo looks pretty good. Its roof, which was lowered to the max, and the surface area of its windows, which was enlarged last year, are sufficient to give the car a "nervous" appearance. Substituting "Blue Iris" for "Alpine White" in the metallic colors is the only exterior change; this shade has been added to "Black Satin", "Ardent Red" and "Bright Turquoise". The mag wheels and rear spoiler, whose colour matches that of the body, are part of the short list of options. Interior The interior of a Paseo is always black, whether it be the seat upholstery or the molded vinyl. The A/C control panel is now equipped with a rotating knob to adjust temperature. Also, a flap type mirror has been added behind the driver's sun visor. One option, however, has completely disappeared: the one which linked power windows to the central door lock. Small luxuries are limited to cruise control and an opening sunroof, just what it takes so that the price of the Paseo can remain affordable. This sub-compact holds four people, provided the passengers sitting on the rear seat aren't basketball players. Seats are thinly padded, but have a sporty appearance. The airbag on the driver's side has been standard since 1996, but the passenger will have to do without, even if he tries waving the green stuff around. Driving Impressions There is nothing new under the hood or in the mechanical make-up of the Paseo. The 1.5 litre, four-cylinder, 16-valve engine supplies 93 hp (exactly like the base model of the Tercel). The disc/drum tandem brakes can easily bring the 925 kg car to a stop, but the suspension doesn't have what it takes to prevent the coupe from bouncing on bad roads. However, steering capabilities and the general lightness of the car, especially the engine sound, make driving a pleasure. Some argue that the four-speed automatic transmission, which is offered as an option, is too much for a sport coupe like the Paseo which is, inevitably (like in a "shotgun" wedding ...) offered with a standard five-speed manual transmission. But these people forget that the Paseo is often driven in heavy downtown traffic, and women are its most ardent fans. The Paseo's generally modest performances (0-100 KPH in approximately 10 seconds, accompanied by a harsh torque return at the steering wheel) are balanced out with pleasant maneuverability and a youthful appearance. If you don't wish to go for a peaceful drive, you can have a ball with a Paseo (and its manual transmission) without being afraid of breaking the law any minute. CD97DBI d 7 ÿ TOYOTA PREVIA Presentation Toyota's minivan is running out of steam. In one sense, it's a shame, since even seven years after its introduction, it still has modern lines. In contrast to its predecessor, the LE (the fridge on wheels), which aged rapidly, the egg-like silhouette of the Previa has been one of the most successful in its category. However, the Previa has become far too dear with the passage of time. This the reason Toyota is preparing to launch a new minivan using the Camry platform, a good starting point for keeping consumer costs down. A little spying has revealed that the new vehicle will have the rear of a Mazda MPV, the front end of a Honda Odyssey (Japan's current darling) and two side doors resembling those made popular by Chrysler. In the meantime, 1997 is the last year for the Previa. Forget about modifications; only a new colour (glacier green!) has been added to the three-model range: S/C, LE S/C and the 4WD LE S/C. Interior Apart from the new fabric on the seats of the three in the stable, nothing has changed. The first options package includes a full-size spare tire, four-wheel ABS, rear disk brakes instead of drum, folding armrests in front, cruise control, a central locking system and a gadget preventing the key from being locked inside by mistake. The LE and all-wheel drive LE include the preceding group of options as standard equipment, and can also be fitted with aluminum mag wheels, captain's chairs in the centre, a rear spoiler and antifog headlights. The double-opening roof is another choice. Seven people can travel in comfort in the Previa, it is easy to move around between the seats and there is room for luggage even when the rear bench is in use. Driving Impressions The three different Previas all have a four-speed automatic transmission. The engine is located under the front seats; luckily it's reliable, otherwise mechanics would go crazy. It was originally a simple 138 hp four-cylinder engine. Since 1995, Japanese engineers have added a compressor to boost performance to 161 hp. That's not bad, but hopefully its successor will have a V6. Despite a stiff rear axle, the suspension is acceptable. ABS brakes are preferable and the steering is driver responsive without balking. Given the Previa's rear wheel drive, Canadians have tended to choose the all-wheel version to master winter conditions. Nevertheless, when they find out the price (over $40 000!) they often become disenchanted. The story should end differently in 1998, the year the replacement comes out. The Previa is aesthetically superb, but no longer has the pedigree to fight competitors' prices. On the other hand, should Toyota decide to have a fire sale with the 1997 inventory, who knows... CD97DBI d 1 ÿ Toyota RAV4 Presentation After a triumphant debut in Europe and then in the United States, the RAV4 has now set wheels north of the 45th parallel. Toyota claimed not to be too sure of what kind of reception its new-wave utility would get, which is why it was reticent in providing any information regarding the number of vehicles it intends to introduce to our market in the coming year. Regardless, there are two models currently on display in showrooms: a two-door (front-wheel drive) and a four-door (all-wheel drive), both of which are highly original. Interior Except for mouldings (a first-class invitation for rust) along the bottom of the body, the RAV4 has a fresh, young and energetic look. Access to the front is problem-free and in the rear, occupants have to be careful not to rub their behinds on the wheel well (four-door), or have to resort to a bit of gymnastic (two-door). The interior is roomy enough for four. The rear bench seat is short and features two fixed headrests. Visibility is good and the number of storage spaces is adequate. On the down side, low marks go to the air conditioning controls, which are hard to adjust, the noise level and a poorly soundproofed roof. To small details: rear speakers are positioned too low in the trunk and rear windows can't be rolled down. Driving Impressions Under the hood we find an old acquaintance: the "vibrant" 2.0L four-cylinder, the very same unit that used to power the Celica AWD. On the road, the RAV4 has one of two personalities, depending on whether it's a two-door or a four-door model. The two-door understeers shamelessly, while the four-door is much more consistent, although the suspension is still a bit firm. In addition, the noise level in the passenger compartment climbs quickly (tire and wind noise). Off-road, the RAV4 is surprising, but it still belongs in the category reserved for inoffensive utilities. First of all, because it doesn't have enough ground clearance. And second, the RAV4 is deprived of a transfer box, indispensable for selecting a low range. Fun to drive and very nice to look at, the RAV4 is the evolution of a concept introduced by Suzuki (Sidekick), but coupled with the legendary and invaluable reliability signed Toyota. CD97DBI d 4 ÿ Toyota RAV4 Presentation After a triumphant debut in Europe and then in the United States, the RAV4 has now set wheels north of the 45th parallel. Toyota claimed not to be too sure of what kind of reception its new-wave utility would get, which is why it was reticent in providing any information regarding the number of vehicles it intends to introduce to our market in the coming year. Regardless, there are two models currently on display in showrooms: a two-door (front-wheel drive) and a four-door (all-wheel drive), both of which are highly original. Interior Except for mouldings (a first-class invitation for rust) along the bottom of the body, the RAV4 has a fresh, young and energetic look. Access to the front is problem-free and in the rear, occupants have to be careful not to rub their behinds on the wheel well (four-door), or have to resort to a bit of gymnastic (two-door). The interior is roomy enough for four. The rear bench seat is short and features two fixed headrests. Visibility is good and the number of storage spaces is adequate. On the down side, low marks go to the air conditioning controls, which are hard to adjust, the noise level and a poorly soundproofed roof. To small details: rear speakers are positioned too low in the trunk and rear windows can't be rolled down. Driving Impressions Under the hood we find an old acquaintance: the "vibrant" 2.0L four-cylinder, the very same unit that used to power the Celica AWD. On the road, the RAV4 has one of two personalities, depending on whether it's a two-door or a four-door model. The two-door understeers shamelessly, while the four-door is much more consistent, although the suspension is still a bit firm. In addition, the noise level in the passenger compartment climbs quickly (tire and wind noise). Off-road, the RAV4 is surprising, but it still belongs in the category reserved for inoffensive utilities. First of all, because it doesn't have enough ground clearance. And second, the RAV4 is deprived of a transfer box, indispensable for selecting a low range. Fun to drive and very nice to look at, the RAV4 is the evolution of a concept introduced by Suzuki (Sidekick), but coupled with the legendary and invaluable reliability signed Toyota. CD97DBI d < ÿ TOYOTA SUPRA TURBO Presentation This was a close one! After Mazda and Nissan respectively announced the withdrawal of the RX-7 and the 300ZX, it was expected Toyota would do the same with the twin turbo Supra. The axe did not fall, to the delight of car enthusiasts and the amazement of Toyota's Canadian managers. Better still, apart from the Camry, which has been completely redesigned, the Supra Turbo is one of the rare Toyota models to undergo changes in 1997. For example, the wheels have returned to the polished surface they had in 1995. It is mainly the front that has been resculpted: the bumpers and lights are modified and antifog lights have been added. The metallic colour "emerald green" is a newcomer to the catalogue. "Turbo" is highlighted on the tailgate. The A and B front and centre frames are sturdier thanks to new internal members, and the huge airspoiler still juts up in the rear, big enough to be the envy of St. Lawrence whales! Interior In the cozy cockpit, everything is within arm's reach. The general appearance of the dash is neither elegant nor futuristic, but rather ordinary, as if Toyota didn't want to distract the driver at all. The only dilemma is choosing between ivory and black leather for the interior. The forward seats now have integrated head rests. This is a dual benefit, as the weight has been reduced by several kilos and the seats are more comfortable. On the other hand, the welcome lights, particularly the illuminated keyhole on the driver's door, have been eliminated. The walls of the compartment have been lined with insulating material in many places which successfully muffles road noise. The 2+2 designation of the cab does not fool anybody. Luckily, the upper part of the rear seat folds to enlarge a trunk whose normal capacity barely holds a briefcase. As for options, there aren't any. Driving Impressions The engine is a 3.0 litre straight six with the 24 valves of the Lexus GS300. Instead of the 220 horsepower of the GS, the Supra with its two turbocompressors spits out 320. At low compression, one turbo functions, at medium compression, the second larger one prepares to kick in, and a high speed, you're away! Decency made Toyota limit the top speed to 250 km/h. A decision must be made between the six-speed manual Gertrag overdrive gear box and the four-gear, two program automatic transmission. Braking has been refined since the ABS sensors have been changed. The master cylinder has also been improved to increase disk life despite sudden stops. Shifting with the manual transmission is easier now that the gear lever has been repositioned. A more rigid rear suspension and central cross arms means a stiffer ride. The Torsen differential, skid control and low centre of gravity give the Supra turbo remarkable stability, surprisingly even in winter. So long as no one undoes the knot in the guillotine rope that the Supra miraculously escaped, some lucky people will continue to purchase an exciting driving experience. CD97DBI d / ÿ Toyota T-100 Presentation No, Toyota isn't offering a V8 under the hood of its T-100 truck for 1997. As a consolation prize, the best-selling Japanese car is available with two new exterior shades, new seat upholstery, a fully-equipped instrument panel, a four-wheel drive Xtracab version and a higher quality power antenna. But no V8, and no third door. Interior Access to the T-100, though easy on the two drive wheel model, requires the skills of an acrobat on the four drive wheel version due to its high road clearance. The SR5 model is the only one to have given up the uncomfortable bench seat (60/40) for the two, more enveloping bucket seats separated by a convenient console. The dashboard now has more easy-to-read instruments as a standard feature. From an ergonomic standpoint, Toyota hasn't managed to reach the level of perfection with the T-100 that it has attained with some of its other products. For instance, you still have to use off-putting slide controls to adjust the A/C system, and the dashboard is masked by a cup holder which is obviously located in the wrong place. Driving Impressions Toyota is legitimately trying to convince the scribes of the uselessness of a V8 in the belly of a T-100. We admit that the 3.4 litre V6 which powers this truck stands its ground against the competitors' engines when it comes to power. To prove this point, the engine on the T-100 develops 18 hp more than the Dakota's 5.2 litre V8. On the other hand, as for torque (where it counts, according to buffs), the T-100 has only 220 lb. ft. at 3400 RPM, in comparison to the Dakota's 300 at 3200 RPM. Let's set aside the existential debate on engine displacement to talk about the T-100's handling, which is hard to criticize. Maneuverable, civilized and comfortable, the T-100 offers convincing arguments to clients. However, you have to put up with a jerky rear suspension and, most of all, learn to come to terms with sensitive brakes, unless you don't mind dipping into your wallet to fork out extra money for an ABS system. The T-100's qualities are expensive, however remarkable they may be, and they don't guarantee a working tool suited to the requirements of the commercial market. CD97DBI d / ÿ Toyota T-100 Presentation No, Toyota isn't offering a V8 under the hood of its T-100 truck for 1997. As a consolation prize, the best-selling Japanese car is available with two new exterior shades, new seat upholstery, a fully-equipped instrument panel, a four-wheel drive Xtracab version and a higher quality power antenna. But no V8, and no third door. Interior Access to the T-100, though easy on the two drive wheel model, requires the skills of an acrobat on the four drive wheel version due to its high road clearance. The SR5 model is the only one to have given up the uncomfortable bench seat (60/40) for the two, more enveloping bucket seats separated by a convenient console. The dashboard now has more easy-to-read instruments as a standard feature. From an ergonomic standpoint, Toyota hasn't managed to reach the level of perfection with the T-100 that it has attained with some of its other products. For instance, you still have to use off-putting slide controls to adjust the A/C system, and the dashboard is masked by a cup holder which is obviously located in the wrong place. Driving Impressions Toyota is legitimately trying to convince the scribes of the uselessness of a V8 in the belly of a T-100. We admit that the 3.4 litre V6 which powers this truck stands its ground against the competitors' engines when it comes to power. To prove this point, the engine on the T-100 develops 18 hp more than the Dakota's 5.2 litre V8. On the other hand, as for torque (where it counts, according to buffs), the T-100 has only 220 lb. ft. at 3400 RPM, in comparison to the Dakota's 300 at 3200 RPM. Let's set aside the existential debate on engine displacement to talk about the T-100's handling, which is hard to criticize. Maneuverable, civilized and comfortable, the T-100 offers convincing arguments to clients. However, you have to put up with a jerky rear suspension and, most of all, learn to come to terms with sensitive brakes, unless you don't mind dipping into your wallet to fork out extra money for an ABS system. The T-100's qualities are expensive, however remarkable they may be, and they don't guarantee a working tool suited to the requirements of the commercial market. CD97DBI d ) ÿ Toyota Tacoma Presentation Designed in Newport Beach, California, assembled not far from there at the New United plant in Freemont, and named for a small town in the state of Washington, the Tacoma light truck has what it takes to soothe the patriotic spirit of our American neighbours. The 1997 Tacoma is distinguishable by its new grille and its headlamps which are sleeker and more modern. Interior The cab includes an airbag on the driver's side, as well as an uncomfortable standard bench seat. Fortunately, this seat can, and should, be replaced with bucket seats which offer better support. Rear passengers, unfortunately, don't enjoy the same luxury and must make do with two small, uninviting seats. At the foot of one of these, however, Toyota has installed a kind of shelf which can be used as a cup holder or, on a more practical note, a tie-down point for a child's car seat. Driving Impressions This sixth generation vehicle has made a giant leap forward on the technical side. The three engines available on this light truck are all excellent (although showing a relatively hollow performance at low RPM) provided, of course, that you choose the one intended for your purposes. Suspension travel of the four wheel drive versions is becoming similar to that of two wheel drives, a fact no one will complain about. As is the case for a number of other light trucks, braking with the Tacoma is sensitive, and only the ABS system, which is, unfortunately, available only on the extended cab, allow steady, straight stops. Despite undeniable qualities, the Tacoma hasn't managed to dethrone the Mazda B Series, which remains the most widely sold compact light truck in the country. CD97DBI d ) ÿ Toyota Tacoma Presentation Designed in Newport Beach, California, assembled not far from there at the New United plant in Freemont, and named for a small town in the state of Washington, the Tacoma light truck has what it takes to soothe the patriotic spirit of our American neighbours. The 1997 Tacoma is distinguishable by its new grille and its headlamps which are sleeker and more modern. Interior The cab includes an airbag on the driver's side, as well as an uncomfortable standard bench seat. Fortunately, this seat can, and should, be replaced with bucket seats which offer better support. Rear passengers, unfortunately, don't enjoy the same luxury and must make do with two small, uninviting seats. At the foot of one of these, however, Toyota has installed a kind of shelf which can be used as a cup holder or, on a more practical note, a tie-down point for a child's car seat. Driving Impressions This sixth generation vehicle has made a giant leap forward on the technical side. The three engines available on this light truck are all excellent (although showing a relatively hollow performance at low RPM) provided, of course, that you choose the one intended for your purposes. Suspension travel of the four wheel drive versions is becoming similar to that of two wheel drives, a fact no one will complain about. As is the case for a number of other light trucks, braking with the Tacoma is sensitive, and only the ABS system, which is, unfortunately, available only on the extended cab, allow steady, straight stops. Despite undeniable qualities, the Tacoma hasn't managed to dethrone the Mazda B Series, which remains the most widely sold compact light truck in the country. CD97DBI d : ÿ Toyota Tercel Presentation New buyers who aren't driving on the road to prosperity inevitably end up by adding the Tercel to their list of possible choices. Reluctantly at times, since this Japanese product, rated third on the popularity scale behind the Corolla and the Camry, has been cut up by the competition in the price-equipment department. However, quality and reliability, two qualities associated with Toyota, may sometimes make you lean toward the Tercel, particularly as its strong points make it easy to resell. Interior The Tercel is available in two types of bodies (sedan and coupe) on a chassis which, unfortunately, is still of the same length, height and width as it was when it was last redesigned two years ago. The result limits leg room for rear passengers. To realize this on the coupe, you'll have to be very agile since sliding into the rear seat is no easy feat, even if the Tercel finally has a mechanism which allows the front seat to slide forward in one quick motion. The front bucket seats greet you with as much firmness as a sheet of plywood. The dashboad remains as devoid of instruments as ever, and there are no airbags, unless you want to dip into your wallet. The same holds true for the radio, the tachometer, the remote fuel door opener, and the intermittent windshield wipers... the list seems endless. Now let's talk about the positive aspects: tinted windows and storage pouches behind the front seats are now standard. Another small detail: you can now adjust the air conditioning using more modern and efficient rotating knobs. Driving Impressions Even though it's not the roomiest and the most reliable in its category, the Tercel intends to prove that it's the most fun to drive. To reach this goal, it has a peppier 1.5 litre four-cylinder engine, which still doesn't match the engine of a Civic, for example, although a little more powerful. The same thing goes for driving pleasure, but you must admit that Toyota's come a long way. Once boring, the Tercel has now become stimulating and actually fun to drive. Steering is relatively precise (power steering is optional) and the increased rigidity of the chassis makes long drives a lot more enjoyable. The new four-speed automatic transmission (a three-speed transmission is still available on the base model) harmonizes well with the engine and shifting is smooth. As for the manual transmission, its lack of precision prevents it from having ranked among the best. The only drawbacks are noisy and undersized tires (better gripping tires are available as an option), limited suspension travel and sensitive braking when the vehicle isn't equipped with ABS which is also optional. Toyota is countering the critiques about the Tercel's safety, equipment and roominess by promising reliability, quality and resale value. The case has been heard; now you be the judge. CD97DBI d : ÿ Toyota Tercel Presentation New buyers who aren't driving on the road to prosperity inevitably end up by adding the Tercel to their list of possible choices. Reluctantly at times, since this Japanese product, rated third on the popularity scale behind the Corolla and the Camry, has been cut up by the competition in the price-equipment department. However, quality and reliability, two qualities associated with Toyota, may sometimes make you lean toward the Tercel, particularly as its strong points make it easy to resell. Interior The Tercel is available in two types of bodies (sedan and coupe) on a chassis which, unfortunately, is still of the same length, height and width as it was when it was last redesigned two years ago. The result limits leg room for rear passengers. To realize this on the coupe, you'll have to be very agile since sliding into the rear seat is no easy feat, even if the Tercel finally has a mechanism which allows the front seat to slide forward in one quick motion. The front bucket seats greet you with as much firmness as a sheet of plywood. The dashboad remains as devoid of instruments as ever, and there are no airbags, unless you want to dip into your wallet. The same holds true for the radio, the tachometer, the remote fuel door opener, and the intermittent windshield wipers... the list seems endless. Now let's talk about the positive aspects: tinted windows and storage pouches behind the front seats are now standard. Another small detail: you can now adjust the air conditioning using more modern and efficient rotating knobs. Driving Impressions Even though it's not the roomiest and the most reliable in its category, the Tercel intends to prove that it's the most fun to drive. To reach this goal, it has a peppier 1.5 litre four-cylinder engine, which still doesn't match the engine of a Civic, for example, although a little more powerful. The same thing goes for driving pleasure, but you must admit that Toyota's come a long way. Once boring, the Tercel has now become stimulating and actually fun to drive. Steering is relatively precise (power steering is optional) and the increased rigidity of the chassis makes long drives a lot more enjoyable. The new four-speed automatic transmission (a three-speed transmission is still available on the base model) harmonizes well with the engine and shifting is smooth. As for the manual transmission, its lack of precision prevents it from having ranked among the best. The only drawbacks are noisy and undersized tires (better gripping tires are available as an option), limited suspension travel and sensitive braking when the vehicle isn't equipped with ABS which is also optional. Toyota is countering the critiques about the Tercel's safety, equipment and roominess by promising reliability, quality and resale value. The case has been heard; now you be the judge. CD97DBI d ÿ Vector M12 As we put the finishing touches on the Auto 97 CD, we were unable to give you our impressions on the new Vector. The reason is simple: the vehicle had not yet been unveiled to the specialized press. Instead of sharing a few vague or downright fanciful impressions, we suggest you visit our Internet site on a later date . As soon as the year's latest automobiles are introduced in all their splendor, you can find out exactly what the Auto CD team has to say about them. Printed automobile guides have to wait a whole year before they can fill in the blanks they were forced in leave behind. Too bad for them... CD97DBI d ' ÿ _Volkswagen Eurovan Presentation The Volkswagen Eurovan is the most recent descendant of the famous VW Bus from the fifties. Like many of that vehicle's owners, it has matured and changed greatly over the years - without losing its desire to be different. Power now comes from a water-cooled five-cylinder engine and it can be configured to be everything from a seven-passenger minivan to a cargo-carrying conveyance or a slick camper van. Interior The Eurovan is German in nature, with simple but effective design prevalent from the instrument panel to the rear door design. No frivolous touches - rather workmanlike utility and the impression every piece was designed and installed to last for decades. The 5400 litre interior means lots of room for elbows and hats or bulky cargo. The Transporter features a steel partition separating the driver and passenger compartments and double barn-style rear doors. The camper is converted at Winnebago's American plant (which replaced Westphalia in the North American market), complete with pop-up roof and the expected amenities. Driving Impressions The Eurovan hasn't strayed that far from its predecessors. It doesn't like crosswinds and despite the larger engine, performance can best be described as adequate. Opt for the diesel and you can use a calendar to measure acceleration times. Countering the weak performance is outstanding fuel efficiency and a reputation for very long life. If performance and weight-carrying ability take a back seat to design integrity and long life, VW's various Eurovan variations might fill your bill. Like the hippies of the 1960s, the Eurovan is an individualist among minivans. CD97DBI d # ÿ Volkswagen Golf Presentation The VW Golf, n╚e Rabbit, is arguably the car that started the whole sub-compact segment. It is one of the few sub-compact hatchbacks or convertibles still sold in North America. Early versions of this third generation Golf were plagued by problems but quality from the Puebla, Mexico plant has reached the level necessary for VW to rebuild its image in North America. Interior The front bucket seats are comfortable and supportive and provide excellent visibility. The dash is simple and the large glass surfaces contribute to a feeling of airiness and exceptional vision, except where the large C-pillars impede sight. Major and minor controls are well positioned. The key must be removed to shut off the sound system - a constant irritant for those who park in a garage and leave the key in the ignition. Driving Impressions Performance scans a wide range from the lethargic 1.8 four to the delightful and different 2.8 VR6, with the TDi providing a pleasant surprise for an oil-burner. The automatic is one of our favourites because of its ability to read the driver's habits and downshift itself under part throttle or coasting conditions. The suspension leans toward the ride side of the ride/handling equation. The Golf is a versatile, well-engineered, safe, compact vehicle with a reputation for longevity. It is, after all, the world's best-selling car for a number of reasons. _ CD97DBI d # ÿ Volkswagen Golf Presentation The VW Golf, n╚e Rabbit, is arguably the car that started the whole sub-compact segment. It is one of the few sub-compact hatchbacks or convertibles still sold in North America. Early versions of this third generation Golf were plagued by problems but quality from the Puebla, Mexico plant has reached the level necessary for VW to rebuild its image in North America. Interior The front bucket seats are comfortable and supportive and provide excellent visibility. The dash is simple and the large glass surfaces contribute to a feeling of airiness and exceptional vision, except where the large C-pillars impede sight. Major and minor controls are well positioned. The key must be removed to shut off the sound system - a constant irritant for those who park in a garage and leave the key in the ignition. Driving Impressions Performance scans a wide range from the lethargic 1.8 four to the delightful and different 2.8 VR6, with the TDi providing a pleasant surprise for an oil-burner. The automatic is one of our favourites because of its ability to read the driver's habits and downshift itself under part throttle or coasting conditions. The suspension leans toward the ride side of the ride/handling equation. The Golf is a versatile, well-engineered, safe, compact vehicle with a reputation for longevity. It is, after all, the world's best-selling car for a number of reasons. _ CD97DBI d # ÿ Volkswagen Golf Presentation The VW Golf, n╚e Rabbit, is arguably the car that started the whole sub-compact segment. It is one of the few sub-compact hatchbacks or convertibles still sold in North America. Early versions of this third generation Golf were plagued by problems but quality from the Puebla, Mexico plant has reached the level necessary for VW to rebuild its image in North America. Interior The front bucket seats are comfortable and supportive and provide excellent visibility. The dash is simple and the large glass surfaces contribute to a feeling of airiness and exceptional vision, except where the large C-pillars impede sight. Major and minor controls are well positioned. The key must be removed to shut off the sound system - a constant irritant for those who park in a garage and leave the key in the ignition. Driving Impressions Performance scans a wide range from the lethargic 1.8 four to the delightful and different 2.8 VR6, with the TDi providing a pleasant surprise for an oil-burner. The automatic is one of our favourites because of its ability to read the driver's habits and downshift itself under part throttle or coasting conditions. The suspension leans toward the ride side of the ride/handling equation. The Golf is a versatile, well-engineered, safe, compact vehicle with a reputation for longevity. It is, after all, the world's best-selling car for a number of reasons. _ CD97DBI d " ÿ Volkswagen Golf Presentation The VW Golf, n╚e Rabbit, is arguably the car that started the whole sub-compact segment. It is one of the few sub-compact hatchbacks or convertibles still sold in North America. Early versions of this third generation Golf were plagued by problems but quality from the Puebla, Mexico plant has reached the level necessary for VW to rebuild its image in North America. Interior The front bucket seats are comfortable and supportive and provide excellent visibility. The dash is simple and the large glass surfaces contribute to a feeling of airiness and exceptional vision, except where the large C-pillars impede sight. Major and minor controls are well positioned. The key must be removed to shut off the sound system - a constant irritant for those who park in a garage and leave the key in the ignition. Driving Impressions Performance scans a wide range from the lethargic 1.8 four to the delightful and different 2.8 VR6, with the TDi providing a pleasant surprise for an oil-burner. The automatic is one of our favourites because of its ability to read the driver's habits and downshift itself under part throttle or coasting conditions. The suspension leans toward the ride side of the ride/handling equation. The Golf is a versatile, well-engineered, safe, compact vehicle with a reputation for longevity. It is, after all, the world's best-selling car for a number of reasons. CD97DBI d # ÿ Volkswagen Jetta Presentation VW's Jetta is a nothing more than a Golf with a trunk. It is one of those ubiquitous cars that just seems to be there. Like most German cars, the style changes so little over the years it takes a practiced eye to differentiate a current one from one that hit the road a decade ago. Hint: the 1996 versions feature a newly framed, body-coloured, three-bar grill. In the limited edition Trek version, it can tackle narrow mountain trails... with the roof-mounted Trek mountain bike. Interior The interior of the Jetta, from the rear seatback forward, is identical to the Golf, meaning excellent seats whose firmness may be off-putting at first but appreciated during lengthy visits. The trunk is nothing short of amazing and dwarfs that of cars many sizes further up the ladder. The dash is simple yet legible, combining analogue instruments for primary information and digital readouts for less critical fare. Driving Impressions Drivers with memories of earlier Jettas will find this third generation version - like most of us - to have softened with age. The suspension is tuned for North American roads rather than banzai back road runs. Power ranges from adequate with the four cylinder engines to impressive with the silky and aurally-rewarding VR6. The third generation Jetta is a family conveyance offering loads of seat and cargo space. European cachet at domestic prices. _ CD97DBI d . ÿ Volkswagen Passat Presentation The Passat has been a major player in Volkswagen's attempt to re-establish the North American foothold it lost in the eighties. The Passat is not for the masses, but rather for the driver/owner who appreciates a well-designed and executed vehicle than doesn't draw attention to one single factor. Interior The Passat has been extensively redesigned within the past year, resulting in 20 litres more trunk and cargo space to match back seat room that would be the envy of a limousine. The redesign also incorporated neat touches like height-adjustable front seats and shoulder belts, cupholders, heated headlight washer jets and outside mirrors, height-adjustable driver's seat, pollen filter and large door bins. Driving Impressions The Passat is a driver's sedan in the European tradition of involvement and feedback. The stiffness of everything, from steering and controls to suspension, is a constant reminder the Passat is designed for many years of service. When the motive force is the fuel-sipping TDi diesel, long life and low fuel bills can be expected. At the other extreme is the great VR6, which makes even a short life more enjoyable and your fuel supplier happy. VW is the world's fourth largest vehicle producer and easily leads the sales race throughout Europe every year thanks to vehicles like the Passat - well-engineered, reliable, well-built, economical and extremely long-lived. The Passat is a driver's sedan in the European tradition of involvement and feedback. The stiffness of everything, from steering and controls to suspension, is a constant reminder the Passat is designed for many years of service. When the motive force is the fuel-sipping TDi diesel, long life and low fuel bills can be expected. At the other extreme is the great VR6 which makes even a short life more enjoyable and your fuel supplier happy. VW is the world's fourth largest vehicle producer and easily leads the sales race throughout Europe every year thanks to _ CD97DBI d . ÿ Volkswagen Passat Presentation The Passat has been a major player in Volkswagen's attempt to re-establish the North American foothold it lost in the eighties. The Passat is not for the masses, but rather for the driver/owner who appreciates a well-designed and executed vehicle than doesn't draw attention to one single factor. Interior The Passat has been extensively redesigned within the past year, resulting in 20 litres more trunk and cargo space to match back seat room that would be the envy of a limousine. The redesign also incorporated neat touches like height-adjustable front seats and shoulder belts, cupholders, heated headlight washer jets and outside mirrors, height-adjustable driver's seat, pollen filter and large door bins. Driving Impressions The Passat is a driver's sedan in the European tradition of involvement and feedback. The stiffness of everything, from steering and controls to suspension, is a constant reminder the Passat is designed for many years of service. When the motive force is the fuel-sipping TDi diesel, long life and low fuel bills can be expected. At the other extreme is the great VR6, which makes even a short life more enjoyable and your fuel supplier happy. VW is the world's fourth largest vehicle producer and easily leads the sales race throughout Europe every year thanks to vehicles like the Passat - well-engineered, reliable, well-built, economical and extremely long-lived. The Passat is a driver's sedan in the European tradition of involvement and feedback. The stiffness of everything, from steering and controls to suspension, is a constant reminder the Passat is designed for many years of service. When the motive force is the fuel-sipping TDi diesel, long life and low fuel bills can be expected. At the other extreme is the great VR6 which makes even a short life more enjoyable and your fuel supplier happy. VW is the world's fourth largest vehicle producer and easily leads the sales race throughout Europe every year thanks to _ CD97DBI d 9 ÿ Volvo 850 Presentation One year after being launched in Europe in the summer of 1991, the first front-wheel drive Volvo 850 sedans were shipped to North America, where they were very well received. In Canada in 1995, 7,814 units were sold (compared with 3,450 in 1992) and most of those were 850s. Bolstered by that success, the company decided to take a winning platform and build on it. It came up with four versions of the sedan and the family sedan (base, GLT, T5 and R); an all-wheel drive family sedan; and, working with the British firm TWR, a coupe, a convertible, and a TDI turbdiesel model that is already on the European market. At first glance, the 850 AWD looks like any other Volvo: classic lines and heavy doors. But the drag coefficient of 0.32 reveals the aerodynamic qualities of the curves carved into the old ôshoeboxö shape. Interior The 850s, parts of which are produced in Halifax, are 20 cm shorter than the 960s, but they equal and even surpass the latter for roominess. This feat was made possible by mounting the engine transversally, a world first for a five-cylinder. For the time being, 850 AWDs in Canada will come with manual transmission only, while the U.S. will have to make do with automatic, and only midway through next year. Go figure. Along with being very fast, the limited edition 850R has a choice of two amazing cockpitsùone of which combines leather and suede on a dashboard inlaid with light birch wood. ItÆs important to point out that all the 850s have side airbags. Driving Impressions The 850s all have the same inline five-cylinder engine, but with some variations. For 1997, the 2.4 liter naturally aspirated base engine, which was ill-served by its 138 horses, will be given 20 valves (like the other versions) to boost horsepower to 168. With the new Light Pressure Turbo, the GLT counts on 190 hp from the 2.4 liter engine. The T5 has a high pressure turbo that develops 222 horsepower, while the R has 250 hp with the manual transmission and 10 less with the automatic. This translates into brutal accelerations (0-100 km/hr in under 7 seconds) and guaranteed attention from passersby, since an R family version never goes unnoticed. The AWD, which sends variable power to the wheels via a viscous coupler, has a 2.5 liter, 190 hp light pressure turbocharged engine; it develops more torque at the low end and is very fuel-conscious. During the official presentation of the 850 AWD in Sweden, journalists drove the car through soggy fields; they discovered that when coated with mud, the disc brakes (with ABS) did not work as well. Volvo immediately altered certain parts, because the 850 family sedan is important to the Swedish firmÆs balance sheet. What do actor Donald Sutherland, race car driver Stefan Johansson, and mountain climber Chris Bonnington have in common? You guessed it... they all drive an 850! _ CD97DBI d 9 ÿ Volvo 850 Presentation One year after being launched in Europe in the summer of 1991, the first front-wheel drive Volvo 850 sedans were shipped to North America, where they were very well received. In Canada in 1995, 7,814 units were sold (compared with 3,450 in 1992) and most of those were 850s. Bolstered by that success, the company decided to take a winning platform and build on it. It came up with four versions of the sedan and the family sedan (base, GLT, T5 and R); an all-wheel drive family sedan; and, working with the British firm TWR, a coupe, a convertible, and a TDI turbdiesel model that is already on the European market. At first glance, the 850 AWD looks like any other Volvo: classic lines and heavy doors. But the drag coefficient of 0.32 reveals the aerodynamic qualities of the curves carved into the old ôshoeboxö shape. Interior The 850s, parts of which are produced in Halifax, are 20 cm shorter than the 960s, but they equal and even surpass the latter for roominess. This feat was made possible by mounting the engine transversally, a world first for a five-cylinder. For the time being, 850 AWDs in Canada will come with manual transmission only, while the U.S. will have to make do with automatic, and only midway through next year. Go figure. Along with being very fast, the limited edition 850R has a choice of two amazing cockpitsùone of which combines leather and suede on a dashboard inlaid with light birch wood. ItÆs important to point out that all the 850s have side airbags. Driving Impressions The 850s all have the same inline five-cylinder engine, but with some variations. For 1997, the 2.4 liter naturally aspirated base engine, which was ill-served by its 138 horses, will be given 20 valves (like the other versions) to boost horsepower to 168. With the new Light Pressure Turbo, the GLT counts on 190 hp from the 2.4 liter engine. The T5 has a high pressure turbo that develops 222 horsepower, while the R has 250 hp with the manual transmission and 10 less with the automatic. This translates into brutal accelerations (0-100 km/hr in under 7 seconds) and guaranteed attention from passersby, since an R family version never goes unnoticed. The AWD, which sends variable power to the wheels via a viscous coupler, has a 2.5 liter, 190 hp light pressure turbocharged engine; it develops more torque at the low end and is very fuel-conscious. During the official presentation of the 850 AWD in Sweden, journalists drove the car through soggy fields; they discovered that when coated with mud, the disc brakes (with ABS) did not work as well. Volvo immediately altered certain parts, because the 850 family sedan is important to the Swedish firmÆs balance sheet. What do actor Donald Sutherland, race car driver Stefan Johansson, and mountain climber Chris Bonnington have in common? You guessed it... they all drive an 850! _ CD97DBI d 9 ÿ Volvo 850 Presentation One year after being launched in Europe in the summer of 1991, the first front-wheel drive Volvo 850 sedans were shipped to North America, where they were very well received. In Canada in 1995, 7,814 units were sold (compared with 3,450 in 1992) and most of those were 850s. Bolstered by that success, the company decided to take a winning platform and build on it. It came up with four versions of the sedan and the family sedan (base, GLT, T5 and R); an all-wheel drive family sedan; and, working with the British firm TWR, a coupe, a convertible, and a TDI turbdiesel model that is already on the European market. At first glance, the 850 AWD looks like any other Volvo: classic lines and heavy doors. But the drag coefficient of 0.32 reveals the aerodynamic qualities of the curves carved into the old ôshoeboxö shape. Interior The 850s, parts of which are produced in Halifax, are 20 cm shorter than the 960s, but they equal and even surpass the latter for roominess. This feat was made possible by mounting the engine transversally, a world first for a five-cylinder. For the time being, 850 AWDs in Canada will come with manual transmission only, while the U.S. will have to make do with automatic, and only midway through next year. Go figure. Along with being very fast, the limited edition 850R has a choice of two amazing cockpitsùone of which combines leather and suede on a dashboard inlaid with light birch wood. ItÆs important to point out that all the 850s have side airbags. Driving Impressions The 850s all have the same inline five-cylinder engine, but with some variations. For 1997, the 2.4 liter naturally aspirated base engine, which was ill-served by its 138 horses, will be given 20 valves (like the other versions) to boost horsepower to 168. With the new Light Pressure Turbo, the GLT counts on 190 hp from the 2.4 liter engine. The T5 has a high pressure turbo that develops 222 horsepower, while the R has 250 hp with the manual transmission and 10 less with the automatic. This translates into brutal accelerations (0-100 km/hr in under 7 seconds) and guaranteed attention from passersby, since an R family version never goes unnoticed. The AWD, which sends variable power to the wheels via a viscous coupler, has a 2.5 liter, 190 hp light pressure turbocharged engine; it develops more torque at the low end and is very fuel-conscious. During the official presentation of the 850 AWD in Sweden, journalists drove the car through soggy fields; they discovered that when coated with mud, the disc brakes (with ABS) did not work as well. Volvo immediately altered certain parts, because the 850 family sedan is important to the Swedish firmÆs balance sheet. What do actor Donald Sutherland, race car driver Stefan Johansson, and mountain climber Chris Bonnington have in common? You guessed it... they all drive an 850! CD97DBI d 9 ÿ _Volvo 850 Presentation One year after being launched in Europe in the summer of 1991, the first front-wheel drive Volvo 850 sedans were shipped to North America, where they were very well received. In Canada in 1995, 7,814 units were sold (compared with 3,450 in 1992) and most of those were 850s. Bolstered by that success, the company decided to take a winning platform and build on it. It came up with four versions of the sedan and the family sedan (base, GLT, T5 and R); an all-wheel drive family sedan; and, working with the British firm TWR, a coupe, a convertible, and a TDI turbdiesel model that is already on the European market. At first glance, the 850 AWD looks like any other Volvo: classic lines and heavy doors. But the drag coefficient of 0.32 reveals the aerodynamic qualities of the curves carved into the old ôshoeboxö shape. Interior The 850s, parts of which are produced in Halifax, are 20 cm shorter than the 960s, but they equal and even surpass the latter for roominess. This feat was made possible by mounting the engine transversally, a world first for a five-cylinder. For the time being, 850 AWDs in Canada will come with manual transmission only, while the U.S. will have to make do with automatic, and only midway through next year. Go figure. Along with being very fast, the limited edition 850R has a choice of two amazing cockpitsùone of which combines leather and suede on a dashboard inlaid with light birch wood. ItÆs important to point out that all the 850s have side airbags. Driving Impressions The 850s all have the same inline five-cylinder engine, but with some variations. For 1997, the 2.4 liter naturally aspirated base engine, which was ill-served by its 138 horses, will be given 20 valves (like the other versions) to boost horsepower to 168. With the new Light Pressure Turbo, the GLT counts on 190 hp from the 2.4 liter engine. The T5 has a high pressure turbo that develops 222 horsepower, while the R has 250 hp with the manual transmission and 10 less with the automatic. This translates into brutal accelerations (0-100 km/hr in under 7 seconds) and guaranteed attention from passersby, since an R family version never goes unnoticed. The AWD, which sends variable power to the wheels via a viscous coupler, has a 2.5 liter, 190 hp light pressure turbocharged engine; it develops more torque at the low end and is very fuel-conscious. During the official presentation of the 850 AWD in Sweden, journalists drove the car through soggy fields; they discovered that when coated with mud, the disc brakes (with ABS) did not work as well. Volvo immediately altered certain parts, because the 850 family sedan is important to the Swedish firmÆs balance sheet. What do actor Donald Sutherland, race car driver Stefan Johansson, and mountain climber Chris Bonnington have in common? You guessed it... they all drive an 850! _ CD97DBI d 9 ÿ _Volvo 850 Presentation One year after being launched in Europe in the summer of 1991, the first front-wheel drive Volvo 850 sedans were shipped to North America, where they were very well received. In Canada in 1995, 7,814 units were sold (compared with 3,450 in 1992) and most of those were 850s. Bolstered by that success, the company decided to take a winning platform and build on it. It came up with four versions of the sedan and the family sedan (base, GLT, T5 and R); an all-wheel drive family sedan; and, working with the British firm TWR, a coupe, a convertible, and a TDI turbdiesel model that is already on the European market. At first glance, the 850 AWD looks like any other Volvo: classic lines and heavy doors. But the drag coefficient of 0.32 reveals the aerodynamic qualities of the curves carved into the old ôshoeboxö shape. Interior The 850s, parts of which are produced in Halifax, are 20 cm shorter than the 960s, but they equal and even surpass the latter for roominess. This feat was made possible by mounting the engine transversally, a world first for a five-cylinder. For the time being, 850 AWDs in Canada will come with manual transmission only, while the U.S. will have to make do with automatic, and only midway through next year. Go figure. Along with being very fast, the limited edition 850R has a choice of two amazing cockpitsùone of which combines leather and suede on a dashboard inlaid with light birch wood. ItÆs important to point out that all the 850s have side airbags. Driving Impressions The 850s all have the same inline five-cylinder engine, but with some variations. For 1997, the 2.4 liter naturally aspirated base engine, which was ill-served by its 138 horses, will be given 20 valves (like the other versions) to boost horsepower to 168. With the new Light Pressure Turbo, the GLT counts on 190 hp from the 2.4 liter engine. The T5 has a high pressure turbo that develops 222 horsepower, while the R has 250 hp with the manual transmission and 10 less with the automatic. This translates into brutal accelerations (0-100 km/hr in under 7 seconds) and guaranteed attention from passersby, since an R family version never goes unnoticed. The AWD, which sends variable power to the wheels via a viscous coupler, has a 2.5 liter, 190 hp light pressure turbocharged engine; it develops more torque at the low end and is very fuel-conscious. During the official presentation of the 850 AWD in Sweden, journalists drove the car through soggy fields; they discovered that when coated with mud, the disc brakes (with ABS) did not work as well. Volvo immediately altered certain parts, because the 850 family sedan is important to the Swedish firmÆs balance sheet. What do actor Donald Sutherland, race car driver Stefan Johansson, and mountain climber Chris Bonnington have in common? You guessed it... they all drive an 850! _ CD97DBI d 9 ÿ _Volvo 850 Presentation One year after being launched in Europe in the summer of 1991, the first front-wheel drive Volvo 850 sedans were shipped to North America, where they were very well received. In Canada in 1995, 7,814 units were sold (compared with 3,450 in 1992) and most of those were 850s. Bolstered by that success, the company decided to take a winning platform and build on it. It came up with four versions of the sedan and the family sedan (base, GLT, T5 and R); an all-wheel drive family sedan; and, working with the British firm TWR, a coupe, a convertible, and a TDI turbdiesel model that is already on the European market. At first glance, the 850 AWD looks like any other Volvo: classic lines and heavy doors. But the drag coefficient of 0.32 reveals the aerodynamic qualities of the curves carved into the old ôshoeboxö shape. Interior The 850s, parts of which are produced in Halifax, are 20 cm shorter than the 960s, but they equal and even surpass the latter for roominess. This feat was made possible by mounting the engine transversally, a world first for a five-cylinder. For the time being, 850 AWDs in Canada will come with manual transmission only, while the U.S. will have to make do with automatic, and only midway through next year. Go figure. Along with being very fast, the limited edition 850R has a choice of two amazing cockpitsùone of which combines leather and suede on a dashboard inlaid with light birch wood. ItÆs important to point out that all the 850s have side airbags. Driving Impressions The 850s all have the same inline five-cylinder engine, but with some variations. For 1997, the 2.4 liter naturally aspirated base engine, which was ill-served by its 138 horses, will be given 20 valves (like the other versions) to boost horsepower to 168. With the new Light Pressure Turbo, the GLT counts on 190 hp from the 2.4 liter engine. The T5 has a high pressure turbo that develops 222 horsepower, while the R has 250 hp with the manual transmission and 10 less with the automatic. This translates into brutal accelerations (0-100 km/hr in under 7 seconds) and guaranteed attention from passersby, since an R family version never goes unnoticed. The AWD, which sends variable power to the wheels via a viscous coupler, has a 2.5 liter, 190 hp light pressure turbocharged engine; it develops more torque at the low end and is very fuel-conscious. During the official presentation of the 850 AWD in Sweden, journalists drove the car through soggy fields; they discovered that when coated with mud, the disc brakes (with ABS) did not work as well. Volvo immediately altered certain parts, because the 850 family sedan is important to the Swedish firmÆs balance sheet. What do actor Donald Sutherland, race car driver Stefan Johansson, and mountain climber Chris Bonnington have in common? You guessed it... they all drive an 850! _ CD97DBI d 9 ÿ _Volvo 850 Presentation One year after being launched in Europe in the summer of 1991, the first front-wheel drive Volvo 850 sedans were shipped to North America, where they were very well received. In Canada in 1995, 7,814 units were sold (compared with 3,450 in 1992) and most of those were 850s. Bolstered by that success, the company decided to take a winning platform and build on it. It came up with four versions of the sedan and the family sedan (base, GLT, T5 and R); an all-wheel drive family sedan; and, working with the British firm TWR, a coupe, a convertible, and a TDI turbdiesel model that is already on the European market. At first glance, the 850 AWD looks like any other Volvo: classic lines and heavy doors. But the drag coefficient of 0.32 reveals the aerodynamic qualities of the curves carved into the old ôshoeboxö shape. Interior The 850s, parts of which are produced in Halifax, are 20 cm shorter than the 960s, but they equal and even surpass the latter for roominess. This feat was made possible by mounting the engine transversally, a world first for a five-cylinder. For the time being, 850 AWDs in Canada will come with manual transmission only, while the U.S. will have to make do with automatic, and only midway through next year. Go figure. Along with being very fast, the limited edition 850R has a choice of two amazing cockpitsùone of which combines leather and suede on a dashboard inlaid with light birch wood. ItÆs important to point out that all the 850s have side airbags. Driving Impressions The 850s all have the same inline five-cylinder engine, but with some variations. For 1997, the 2.4 liter naturally aspirated base engine, which was ill-served by its 138 horses, will be given 20 valves (like the other versions) to boost horsepower to 168. With the new Light Pressure Turbo, the GLT counts on 190 hp from the 2.4 liter engine. The T5 has a high pressure turbo that develops 222 horsepower, while the R has 250 hp with the manual transmission and 10 less with the automatic. This translates into brutal accelerations (0-100 km/hr in under 7 seconds) and guaranteed attention from passersby, since an R family version never goes unnoticed. The AWD, which sends variable power to the wheels via a viscous coupler, has a 2.5 liter, 190 hp light pressure turbocharged engine; it develops more torque at the low end and is very fuel-conscious. During the official presentation of the 850 AWD in Sweden, journalists drove the car through soggy fields; they discovered that when coated with mud, the disc brakes (with ABS) did not work as well. Volvo immediately altered certain parts, because the 850 family sedan is important to the Swedish firmÆs balance sheet. What do actor Donald Sutherland, race car driver Stefan Johansson, and mountain climber Chris Bonnington have in common? You guessed it... they all drive an 850! _ CD97DBI d 9 ÿ _Volvo 850 Presentation One year after being launched in Europe in the summer of 1991, the first front-wheel drive Volvo 850 sedans were shipped to North America, where they were very well received. In Canada in 1995, 7,814 units were sold (compared with 3,450 in 1992) and most of those were 850s. Bolstered by that success, the company decided to take a winning platform and build on it. It came up with four versions of the sedan and the family sedan (base, GLT, T5 and R); an all-wheel drive family sedan; and, working with the British firm TWR, a coupe, a convertible, and a TDI turbdiesel model that is already on the European market. At first glance, the 850 AWD looks like any other Volvo: classic lines and heavy doors. But the drag coefficient of 0.32 reveals the aerodynamic qualities of the curves carved into the old ôshoeboxö shape. Interior The 850s, parts of which are produced in Halifax, are 20 cm shorter than the 960s, but they equal and even surpass the latter for roominess. This feat was made possible by mounting the engine transversally, a world first for a five-cylinder. For the time being, 850 AWDs in Canada will come with manual transmission only, while the U.S. will have to make do with automatic, and only midway through next year. Go figure. Along with being very fast, the limited edition 850R has a choice of two amazing cockpitsùone of which combines leather and suede on a dashboard inlaid with light birch wood. ItÆs important to point out that all the 850s have side airbags. Driving Impressions The 850s all have the same inline five-cylinder engine, but with some variations. For 1997, the 2.4 liter naturally aspirated base engine, which was ill-served by its 138 horses, will be given 20 valves (like the other versions) to boost horsepower to 168. With the new Light Pressure Turbo, the GLT counts on 190 hp from the 2.4 liter engine. The T5 has a high pressure turbo that develops 222 horsepower, while the R has 250 hp with the manual transmission and 10 less with the automatic. This translates into brutal accelerations (0-100 km/hr in under 7 seconds) and guaranteed attention from passersby, since an R family version never goes unnoticed. The AWD, which sends variable power to the wheels via a viscous coupler, has a 2.5 liter, 190 hp light pressure turbocharged engine; it develops more torque at the low end and is very fuel-conscious. During the official presentation of the 850 AWD in Sweden, journalists drove the car through soggy fields; they discovered that when coated with mud, the disc brakes (with ABS) did not work as well. Volvo immediately altered certain parts, because the 850 family sedan is important to the Swedish firmÆs balance sheet. What do actor Donald Sutherland, race car driver Stefan Johansson, and mountain climber Chris Bonnington have in common? You guessed it... they all drive an 850! _ CD97DBI d 9 ÿ _Volvo 850 Presentation One year after being launched in Europe in the summer of 1991, the first front-wheel drive Volvo 850 sedans were shipped to North America, where they were very well received. In Canada in 1995, 7,814 units were sold (compared with 3,450 in 1992) and most of those were 850s. Bolstered by that success, the company decided to take a winning platform and build on it. It came up with four versions of the sedan and the family sedan (base, GLT, T5 and R); an all-wheel drive family sedan; and, working with the British firm TWR, a coupe, a convertible, and a TDI turbdiesel model that is already on the European market. At first glance, the 850 AWD looks like any other Volvo: classic lines and heavy doors. But the drag coefficient of 0.32 reveals the aerodynamic qualities of the curves carved into the old ôshoeboxö shape. Interior The 850s, parts of which are produced in Halifax, are 20 cm shorter than the 960s, but they equal and even surpass the latter for roominess. This feat was made possible by mounting the engine transversally, a world first for a five-cylinder. For the time being, 850 AWDs in Canada will come with manual transmission only, while the U.S. will have to make do with automatic, and only midway through next year. Go figure. Along with being very fast, the limited edition 850R has a choice of two amazing cockpitsùone of which combines leather and suede on a dashboard inlaid with light birch wood. ItÆs important to point out that all the 850s have side airbags. Driving Impressions The 850s all have the same inline five-cylinder engine, but with some variations. For 1997, the 2.4 liter naturally aspirated base engine, which was ill-served by its 138 horses, will be given 20 valves (like the other versions) to boost horsepower to 168. With the new Light Pressure Turbo, the GLT counts on 190 hp from the 2.4 liter engine. The T5 has a high pressure turbo that develops 222 horsepower, while the R has 250 hp with the manual transmission and 10 less with the automatic. This translates into brutal accelerations (0-100 km/hr in under 7 seconds) and guaranteed attention from passersby, since an R family version never goes unnoticed. The AWD, which sends variable power to the wheels via a viscous coupler, has a 2.5 liter, 190 hp light pressure turbocharged engine; it develops more torque at the low end and is very fuel-conscious. During the official presentation of the 850 AWD in Sweden, journalists drove the car through soggy fields; they discovered that when coated with mud, the disc brakes (with ABS) did not work as well. Volvo immediately altered certain parts, because the 850 family sedan is important to the Swedish firmÆs balance sheet. What do actor Donald Sutherland, race car driver Stefan Johansson, and mountain climber Chris Bonnington have in common? You guessed it... they all drive an 850! _ CD97DBI d + ÿ Volvo 960 Presentation The heir of the 7 Series, VolvoÆs most prestigious model abandoned its little sister, the 940, somewhere along the way. The 960 forges on alone, to work on the alterations it underwent for the 1995 launch. The offerings for 1997 are straightforward: a sedan, and a rear-wheel drive family sedan, both with the same equipment. Interior Even someone who isnÆt very familiar with the Scandinavian manufacturer will soon see how important safety and well-being are to Volvo. A few minutes inside the 960 is enough to take in the leather and walnut, the many sophisticated controls (including an electronic air-conditioner, cruise control, power front seats with programmable memory, and a 100-watt stereo with cassette deck and compact disk player. Safety features include four airbagsùtwo front, two side, concealed in the seatsÆ outer sidesùa safety cell, five headrests and as many three-point seat belts, crumple beams, etc. The middle rear armrest in the family sedan contains a child car seat, which is optional on the sedan. The driverÆs seat could provide more thigh support and the benchseat is on the firm side, but the overall luxury of the interior offsets these shortcomings. Driving Impressions The 960 has the same modular 4, 5, and 6 cylinders engines as the 850 group. The 2.9 liter inline six with dual overhead camshafts and four-valve cylinders develops 181 horsepower. The only available gearbox, an automatic, has the familiar Volvo driving modes: Economy, Sport, and Winter, the latter to guarantee start-up in third to prevent sliding on slippery surfaces. The family sedan, which is likely to carry more (and not always evenly distributed) cargo, has optional Nivomat rear shock absorbers that automatically adjust ground clearance. As befits each modelÆs vocation, the sedan has 16-inch tires and the family version,15. Since the addition of the fully independent suspension to the family version, passengers no longer get nauseous when the driver takes a corner a little too fast. For its part, the sedan is also more stable and smoother. CD97DBI d + ÿ Volvo 960 Presentation The heir of the 7 Series, VolvoÆs most prestigious model abandoned its little sister, the 940, somewhere along the way. The 960 forges on alone, to work on the alterations it underwent for the 1995 launch. The offerings for 1997 are straightforward: a sedan, and a rear-wheel drive family sedan, both with the same equipment. Interior Even someone who isnÆt very familiar with the Scandinavian manufacturer will soon see how important safety and well-being are to Volvo. A few minutes inside the 960 is enough to take in the leather and walnut, the many sophisticated controls (including an electronic air-conditioner, cruise control, power front seats with programmable memory, and a 100-watt stereo with cassette deck and compact disk player. Safety features include four airbagsùtwo front, two side, concealed in the seatsÆ outer sidesùa safety cell, five headrests and as many three-point seat belts, crumple beams, etc. The middle rear armrest in the family sedan contains a child car seat, which is optional on the sedan. The driverÆs seat could provide more thigh support and the benchseat is on the firm side, but the overall luxury of the interior offsets these shortcomings. Driving Impressions The 960 has the same modular 4, 5, and 6 cylinders engines as the 850 group. The 2.9 liter inline six with dual overhead camshafts and four-valve cylinders develops 181 horsepower. The only available gearbox, an automatic, has the familiar Volvo driving modes: Economy, Sport, and Winter, the latter to guarantee start-up in third to prevent sliding on slippery surfaces. The family sedan, which is likely to carry more (and not always evenly distributed) cargo, has optional Nivomat rear shock absorbers that automatically adjust ground clearance. As befits each modelÆs vocation, the sedan has 16-inch tires and the family version,15. Since the addition of the fully independent suspension to the family version, passengers no longer get nauseous when the driver takes a corner a little too fast. For its part, the sedan is also more stable and smoother.
