Kis Sorento - is no cheese

Sorrento makes great cheese, Mozzarella, Ricotta, Mascarpone, and delectable snack packs among them. Kia, the Korean purveyor of all things value, makes a great Sorento. Packed with yummy goodness straight from America, there is nothing cheesy about it.
This is pure American cheddar, engineered in Ann Arbor, MI and built in a glistening new plant in West Point, GA. Sure, some of the crumbs migrate back to S. Korea, but the bulk of what makes the Sorento is brewed in the USA. That becomes immediately apparent as you climb inside, take a bite, and head to Eisenhower’s Interstate.

Kia bills this hunk of nourishment as a CUV, or Crossover Utility Vehicle, because it is constructed as a unibody wagon without a separate frame. Riding on a four-wheel independent suspension system, it definitely behaves more like a car than a crusty old SUV. It feels tough, but rides smooth, and can tackle almost anything Aunt Martha or Uncle Ned can churn over.

Designers made Sorento’s exterior tantalizingly appealing with curves, angles, and crisp creases. Styling is based on the KND-4 concept from the 2007 L.A. Auto Show and includes Kia’s tabbed chrome grille, wrap-around headlamps, and taillamps carved into the liftgate. High ground clearance comes via 17” wheels (optional 18” chrome alloys on up-level models). Recessed lower body sills, angled rear windowline, and large foglamps help hide the CUV’s ample proportions, providing a fit appearance in a world of pudgy piggies. The hood is designed to flex and crumple to absorb shock if hit by pedestrians or bicyclists. Now that I think about it, our cream beige wagon kinda looks like cheese. Maybe pimento, with a little bit of spice.

Crossover or SUV, Sorento packs on enough inches to stuff up to seven passengers inside its finely-finessed shell. Once injected, you’ll feel like the Head Cheese inside a golden pastry. Sorento is equipped like an Acura MDX or Volvo XC90 with a touch screen, large analog gauges, smooth panels, dark woodgrain, two-tone leather seats (beige and gray), and gated gear selector. A bit sour, there is lots of hard plastic on the dash and doors…kinda like Kraft tries to fool us with premium cheddar – it is good stuff, but still not the awesomely-delicious cave-aged gold. You could watch one of Sorrento’s cooking videos on the rear seat DVD monitors and hear Martha Stewart whip up a batch of cheese-filled hors-d’oeuvres on Satellite Radio, but you’ll want to connect to friends through the car’s hands-free Bluetooth phone connection. View the world through an optional panoramic sunroof or rear backing camera.

Engineers whipped out a big ol’ can of Cheez Whiz when developing the powertrain. Powering this dairy farm is a 276-HP 3.5-litre V6 engine tuned like a Swiss watch; base models come standard with a 175-HP 2.4-litre four-cylinder. Both are coupled to a crisp-shifting six-speed automatic transmission. Standard front-/optional all-wheel-drive, locking center differential for severe weather and light off-roading, four-wheel anti-lock brakes, and electronic stability control hold everything steady no matter the conditions. Hill Start Assist Control (holds vehicle momentarily while lifting from brake to throttle) and Downhill Brake Control give at least a pretense at off-road capability.

Grated or curd, roads are no match for the Sorento’s four-wheel independent suspension system and firm steering. It glides over almost anything without shaking its rump out of sequence with its better parts. Some might consider the Sorento a mild cheese, best suited for smooth highways. However, the crossover is sharper and demonstrates considerable bite off-road. It goes up trails like mozzarella sticking to your teeth while whipping up cream on the Interstate.

You’ll always be able to attack the master counter in a gourmet cheese shop and come home with the best from Germany, Italy, France, or Sweden. American and Japanese cheeses aren’t bad either, if you take them locally. The BMW X5, Mercedes ML, Cadillac SRX, and Lincoln MKX are great, but you’ll pay. Or, you could hustle through the Kraft section and go home with an affordable yet yummy number from Sorento. You’ll hardly miss the expensive stuff.

In the end, this story is the cheesiest thing about the Sorento. Go to www.sorrentocheese.com for great recipes, but melt down to your local Kia dealership for all the best value-packed CUVs they have to offer. Prices start at $22,395, but our test vehicle fermented to a briny $34,715 including Kia’s standard 10-yr/100,000-mile limited powertrain warranty, 5-Yr/60k limited basic warranty, and five-yr./100k anti-perforation warranty. Competitors include the Ford Explorer, Chevy Traverse, Honda Pilot, and Toyota Highlander.

By Casey Williams - MyCarData

Kia Optima - Totally new 2011 is a smart buy

Kia unleashes its redesigned 2011 Optima this fall. Targeting a very tough midsize-sedan segment that includes perennial favorites Toyota Camry, Honda Accord, Nissan Altima, Chevy Malibu, as well as several others, the third generation Optima is the one Kia is convinced will finally have a real market impact. Sales of the first two generations were tepid at best, but Kia is confident that the latest version will sell in numbers that will challenge segment big dogs and increase market share.

Optimism within Kia's ranks for the 2011 Optima's fortunes aren't based solely on its many enhancements, but also on the growing momentum of the brand in general. Kia sees the watershed event in its history as the launch of the Soul. Executives there talk in terms of B.S. and A.S.: before Soul and after Soul. Since Soul rolled into showrooms last year, Kia sales have increased by 11 percent year over year.
Although Kia will eventually offer Optima in three trim levels, initially at launch only the entry-level LX and mid-level EX will be available. The sporty SX will follow a month or two later. Prices are unannounced at this writing, but look for them to begin at around $18,000 before destination charges for the LX, and continuing up to approximately $23,000 for SX.

Pinpointing a specific age group as a vehicle's core buyers is something akin to using an Ouija Board to make financial investments or a Magic 8 Ball to choose an appropriate mate; it's more luck than science. However in the case of Optima, Kia has "Gen X" firmly in its cross hairs. These are maturing adults spanning ages 35 to 49. Because of Optima's obvious value, the average age of buyers has the potential to skew much higher. Optima also has the potential to cannibalize sales from the Hyundai Sonata with which it shares a platform, engine, transmissions and other mechanicals.
Kia hosted an Optima first drive for journalists in Southern California in late September. There they provided EX versions with the 2.4-liter four-cylinder engine. Later the same 274-horsepower 2-liter turbocharged four powering the SX will be available in the EX as an extra-cost option.

Most drivers will probably find the 2.4L has all the guts they need. It develops 200 horsepower and 186 pound-feet of torque. Answering the throttle with gusto, it sprints away from green lights without hesitation. It had plenty of pulling power attacking hills as well. Engine output is funneled to the front wheels by way of a six-speed automatic transmission with manual-shift mode and steering wheel-mounted paddle shifters. This is the optional transmission on the base LX that comes standard with a six-speed manual. Engine and automatic transmission work together flawlessly. Shifts are timely and smooth.

Fuel economy doesn't vary significantly regardless of the engine or transmission. When paired with the manual tranny, the 2.4L delivers an EPA estimated 24 mpg in the city and 35 mpg on the highway. The six-speed automatic scrubs 1 mpg from the highway number. Matching the automatic with the turbocharged engine drops the estimated economy to 22 mpg city and 34 highway. If your goal is even better fuel efficiency, you might wait for the Optima Hybrid due in showrooms next year.

Providing a wonderful combination of ride quality and crisp handling, the four-wheel independent suspension uses MacPherson struts and coil springs in front, and a multi-link arrangement with coil springs in the rear. Disc brakes overseen by an antilock system reel in Optima's forward motion. Traction control, stability control, hill assist control and electronic brakeforce distribution are all standard, as are six airbags.
Telling the 2011 Optima from last year's edition is not difficult. The new styling is simply sportier and more memorable. Generally the latest Optima is longer, wider and lower than its predecessor. The wheelbase is stretched by 3 inches and the overall length by nearly 2 inches.

The longer wheel base and length should translate into a roomier passenger compartment, but they don't. A 2-inch gain in front legroom is balanced by about a 3-inch loss in rear legroom. Trunk space is up marginally to 15.4 cubic feet from 15 cubic feet.
Focusing on the driver, all of the controls and gauges are arranged for his ease of use. Tilted toward the driver at a 10-degree angle, the center stack houses controls for the audio and climate systems A chilled glove box keeps beverages cool, while the available panoramic sunroof allows lots of light into the cabin.

Capable of seating five in a pinch, the cabin is better suited for four. Sculpted front seats with generous side bolsters are designed to keep occupants firmly in place when putting Optima through its paces in the twisties. Better than average, the 60/40 split-folding rear seat also provides decent support for the two outboard passengers. A center pass through is ideal for toting longer items like skis. Leather seating is standard in EX and SX models, as are heated and cooled front seats.

Every Optima comes with full power accessories, tilt and telescoping steering wheel, remote keyless entry, air conditioning, and an audio system with CD player, USB audio input jacks and Bluetooth connectivity. Stepping up to the EX adds other standard features that include push-button-start ignition, dual-zone automatic climate control, leather-wrapped steering wheel, auto-dimming rear view mirror, and UVO, a hands-free entertainment and communications system powered by Microsoft. As with other Kia models, Optima can be upgraded with an Infinity premium audio system, navigation system and backup camera.

Even without knowing the actual suggested retail price, Optima is guaranteed to be an epic value. Stuffed with standard features and covered by one of the best warranties in the industry, Optima is a smart buy any way you look at it.

by Russ Heaps - MyCarData

Kia Sorento - Kia’s new crossover drives into the big leagues

Kia has come home – to the U.S, specifically West Point, Ga., just a tad south of Hot ‘Lanta.

And the first Kia to have Georgia on its mind and the U.S. on its “Made In The …” label is a radically re-visioned mid-sized Sorento crossover utility vehicle.
Gone is the rear- or all-wheel-drive body-on-frame based offering of the first generation past; now it’s a sleek front- or all-wheel-drive unibody design shared with the Hyundai Santa Fe, with room for five or seven folks on board. And along with moving into the 21st Century with its look, the Sorento also gains some up-to-date content.
Is it a Georgia peach, or are there some pits?

* Sorento silhouette – The first-generation Sorento was a simple design, with a look that reminded me of other company SUVs. Redesigned for 2011with design cues from the 2007 Kia KND-4 concept crossover, the new Sorento enters its second generation with a 183.9-inch length, about three more than its predecessor. And while it still looks like someone else’s SUV, that someone is now more like a Lexus RX350 in places. The chrome-edged grill with black honeycomb mesh and headlights that slide off it is the future face of Kia, and it’s nice. The headlights sweep back into the fenders, while a design edge atop the semi-clamshell hood sweeps into the windshield frame. The Sorento EX has matte black lower fascia, the fake brush guard design under the nose wrapping around subtle fender flares and a chunky lower sill, while the graceful roofline ends with a high spoiler, also a bit Lexus-like, accented by reverse angle D-pillars and ending with huge taillights and a big matte black bumper with reflectors and some mesh accents.

 There’s LED turn signal repeaters in the big side mirrors. Chrome door handles and a silver roof rack make up the jewelry, accented by polished 10-spoke chrome alloy wheels wearing Kumho P235/60R18-inch rubber. It’s a handsome design, especially in black, but not especially stand-outish – no one gave it a second look. Fit and finish was good.
* Kia comfort – Step up into comfortably high leather bucket seats, and the Sorento driver faces an all-black, low gloss hard plastic dashboard with veined dark plastic wood and a few chrome accents around the gauges, cup holders and door handles, plus some contrasting stitching on the seats and armrests. It’s a likeable, logically-laid out design. The 4-spoke steering wheels gets red back-lit stereo, Bluetooth cell phone, cruise and voice command buttons, and manually tilts and telescopes. It also has a meaty, grabbable leather-wrapped rim. Under the rounded plastic cowl, a central 140-mph speedometer flanked on the left by the 8,000-rpm tach and right by gas and temperature gauges, with a red LCD trip computer dead center on our 8,700-mile-old test vehicle. The center stack has a big LCD touch screen for navigation with traffic data and the powerful 10-speaker Infinity AM-FM-CD sound system with an iPod-specific adapter down below the three-zone (front and rear) climate control and heated seat buttons. That iPod jack is flanked by two 12-volt outlets. The hard plastic door map pockets are big, with water bottle holders, while the center armrest storage area is usable, as is the glove box. Nit-picks – it’s all hard plastic, even the inside door tops, although it offers a well-made look and feel. The rear wiper button is on the dash to the left of the steering wheel, when it should be on a stalk like most everyone else’s. And the navigation system refused to boot up one afternoon when I really needed it to select a cross-county trip, the Kia logo flickering for about 20 minutes before it revived. After that, it worked pretty well, even via voice command.

The front seats were firm and comfortable, 8-way power with power lumbar for the driver. In back, a reclining second row with good head and leg room for two, three in a pinch when the armrest with cup holders is up. Split and fold that row forward (the head restraints automatically drop) and you can squeeze two adults for short trips into the fold-down third row seats, where the rear a/c controls and more vents are located. But once I folded the second row flat, they were a bit tough to fold up again. And park people in the third row and there’s not much space behind them for groceries and stuff, even with the under-floor storage (partially filled with the jack). That said, there is a lot of room in here, 149.4 cubic feet of it, almost 12 cubic feet more than the first version, about five more in the cargo area. The rear hatch opens high, and the load floor is flat when second and third row are dropped. And when you add keyless entry and standard push button-start, plus rear sonar back-up sensors, a back-up camera and two moonroofs, it’s a nice modern touch.

* Kia get up and go – The base Sorento gets a 2.4-liter four with 175-hp; our EX had the 3.5-liter V-6 with 276-hp and 248 pound-feet of torque, hooked to a smooth-shifting six-speed automatic transmission. The result was a decent launch and some decent passing power as we hit 60-mph in a good 7 seconds, the front wheels snatching first before the all-wheel-drive shifts power aft. Gas mileage was pretty good for a V-6, averaging about 20-mpg on regular – we saw the “ECO” mode light come on a lot, meaning we were economical with throttle control. It’s also quiet at highway speed bar some wind noise, probably from the roof rack. The rear head restraints also intruded a bit into rear view when deployed.

With independent McPherson front/independent multi-link rear suspension, the Sorento ride was comfortable and compliant, not too soft yet able to absorb bumps with ease. It also handled nicely on road for a crossover, with a bit of body lean in turns, understeer damped quickly by the stability control. The all-wheel-drive pulled us nicely through turns too.

Off-road, this soft-roader was a bit bouncy over rougher stuff, but never hit its suspension bump stops and offered buffered rebound. It was solid and quiet thanks to a well-done steel unibody. It easily handled sandy trails and grassy hills, a locking center differential distributing power to all wheels when we hit sandier spots. We also liked the hill descent control that tapped brakes to control downward hill journeys. With 7.2 inches of ground clearance, it’s just good enough for mild stuff. The power steering had a fairly precise feel with good feedback, and a nice tight turning radius. The brakes worked well, but the pedal wasn’t as precise in feel as some of its competition, and we had some fade after three simulated panic stops. For safety, driver and passenger airbags, front seat-mounted side airbags and side curtain airbags, with ABS, stability control and Electronic Brake Distribution.

*Kia economy – A base 4-cylinder front-wheel-drive Kia Sorento with 6-speed manual starts at $19,995, while our all-wheel-drive EX with V-6 starts at $28,895 with all standard above except: $2,000 Limited package with satellite navigation system, Infinity audio system that’s Sirius Satellite-ready, backup camera, 18-inch mirror-finish alloy wheels and red spotlight illumination inside. A second premium option package that costs $2,700 added leather seats with front heat, dual moonroofs, auto-dim rearview mirror with compass and HomeLink. With destination fee, call it $34,840.

For comparison, the Sorento may look a bit big, but it’s within five to seven inches of most of its domestic and foreign competition. Only a Toyota RAV4 Limited with its optional V-6 has almost as much power, and crisper handling, for about $28,000. A Mitsubishi Outlander GT’s 230-hp V-6 feels sportier too, for about $33,000. A GMC Terrain SLT has a peppy, fuel-efficient 182-hp four and a crisp feel on road, for about $28,000. But three rows of seats are still rare in this large compact class.
* Bottom line – As with its South Korean cousins at Hyundai, there’s a lot more going on at Kia in terms of design, quality and content for the price. The new Sorento is now a contender in the crossed compact crossover market, a little bigger in size than the others but not in feel. It looks nice, drives well, and is a peach of a crossover.
2011 Kia Sorento EX AWD

Vehicle type - 7-passenger crossover SUV
Base price - $29,095 ($34,840 as tested)
Engine type – DOHC aluminum V-6
Displacement – 3.5 liters
Horsepower (net) – 276 @ 6,300 rpm
Torque (lb-ft) - 248 @ 5,000 rpm
Transmission – 6-speed automatic with manual shifting
Wheelbase – 106.3 inches
Overall length – 183.9 inches
Overall width – 74.2 inches
Height – 69.1 inches
Front headroom – 39.2 inches
Front legroom – 41.3 inches
Second row headroom - 39.2 inches
Second row legroom – 37.6 inches
Rear headroom – 36.7 inches
Rear legroom – 31.3 inches
Cargo capacity – 9.1 cu. ft./37 w/2nd row folded/72.5 w/2nd and 3rd row folded
Towing - up to 3,500 lbs.
Curb weight – 3,935 lbs.
Fuel capacity – 18 gallons
Mileage rating - 19 mpg city/ 25 mpg highway
Last word – Kia’s crossover drives into the big leagues

by Dan Scanlan - MyCarData

Kia Sorento - Getting it right

It’s not often that we drive an all-new vehicle at any price in any segment that sufficiently answers all the questions. While the 2011 Kia Sorento isn’t perfect it comes as close as anything we've driven in recent times in the small crossover segment to get most things right.

The Sorento is a relatively inexpensive crossover that should suit the needs of a couple, or just an individual who values space and a high-riding experience with available all-wheel drive.

What makes the new Sorento — which is a 180-degree departure from the first iteration that ended with the 2009 model year — such a big story is that Kia has been building cars for the U.S. market for just 15 years. To get things so close to right in such a short time is astounding.

The new Sorento features car-like unibody construction departing from the traditional body-on-frame SUV configuration. This lends to a more car-like ride, better handling, and less weight leading to better fuel economy.
The Sorento, which can be ordered with three rows of seats, is positioned to not only compete with the compact segment led by the Toyota RAV4 and the Honda CR-V, but the smaller end of the mid-sized segment facing off with the Chevrolet Equinox and Nissan Murano.

The Sorento features crisp, pleasing styling that shouts SUV. The front end makes a statement with the new Kia grille design and flared back headlights that form a continuous arch. The rounded rear end with large LED taillights that extend into the lift gate and curving rear glass is well executed. And the slightly bulging wheel wells and slopping roof give the Kia an athletic profile.

The new crossover comes with either a frugal 4-cylinder engine or an energetic V-6.
The 4-cylinder making 175 horsepower is one of the not-quite-perfect aspects of the Kia. After 300 miles behind the wheel of the 2.4-liter we determined that we could live with it, but we really didn’t want to. While the four-banger got the job done for us with lighter loads and with a very economical fuel rating of 21 city and 29 highway in front-wheel drive mode, we had to dig into the accelerator more than once to quickly merge with freeway traffic.

The engine is tasked with pulling nearly two tons of vehicle (unloaded) and it struggles to reach 60 mph from a standing start, accomplishing the feat in pedal-to-the-metal time of around 10 seconds. Hampering more instantaneous power is the tuning of the six-speed automatic, which seems to be designed more for economy and less for optimum performance.
If you are less than satisfied with the smaller engine, Kia has a very satisfactory answer. Drive off the lot in the 276-horsepower 3.5-liter V-6. You will pay a higher sticker price (base 4-cylinder with automatic is $23,190, base V-6 is $26,190) and gas mileage is less (20/26 FWD and 19/25 AWD), but you will get rewarding performance and a 3,500-pound towing capacity.

Zero to 60 in the V-6 model has been measured at 7.8 seconds, which tells us that it should handle all daily driving chores — loaded or unloaded — with reasonable results.
The Sorento has more traits of a well-planted sedan than a sport utility on the back road twists and turns. Its suspension is tuned toward the extra firm side and the result is one of the best handling compact crossovers on the road. While we may be happy with the suspension because of the way we throw the car around, and the need for exceptional handling Sorento’s lack of compliance may discourage others. We understand that Kia has made a mid-year change to soften up the ride a bit making it more comfortable for those not as aggressive in how they approach the road.

What everyone will agree with is the Sorento’s cabin isolation. Road noise and especially wind noise are impressively muted for a vehicle in this price range.
Inside the Sorento is spacious for both front and second-row passengers. The third-row seat, as you might suspect, is tailored more for children than adults. And when in use it gobbles up much of the 37 cubic feet available behind the second row. With all seats folded, cargo capacity is a competitive 72.5 cubic feet.

We found the front seats wide and somewhat firm, but comfortable. With power seat controls and tilt and telescoping steering wheel it was not hard to find a good driving position. The view of the road is commanding, especially with the driver’s seat raised. Rear-seat legroom is good for the segment and to make long distances tolerable the rear seats recline.

We found that he interior is a pleasant place. The faux wood trim looks pretty good all things considered. The dashboard design is first rate and controls felt smooth and upscale. The navigation with backup camera is also on a par with competitors if you elect to spend the bucks.

If you are on a tight budget, but like the Sorento, the base models come well equipped and may include everything you want and certainly everything you need for the chores of daily living. The FWD model with six-speed manual transmission carries a base price of $20,790 including destination charge. The model that will interest most people looking for a good measure of standard equipment at the best price is the front-wheel drive version of the LX with six-speed automatic coming in at $23,190.
Standard features include full power accessories, air conditioning, tilt-telescoping steering wheel, Bluetooth connectivity, an audio system with satellite radio, cruise control, and outside mirrors with integrated LED turn signals. Standard safety includes antilock disc brakes, stability control, hill-start assist, hill descent control and a full range of airbags.

Of course, the Sorento can be loaded up with all the modern goodies topping out in the low 30-grand range. Our well-equipped four-cylinder EX test vehicle carried a bottom line of $29,340.

Built at a new plant in West Point, Georgia the Sorento is an excellent example of Kia’s determination to lift design, quality and utility to please its mass market customer target.


By Jim Meachen and Ted Biederman - MyCarData

Kia Rondo - perfect for most situations

The 2010 Kia Rondo is a unique little car. It is a small SUV crossover that was introduced back in 2007. This will be the fourth year for the model, but it is still considered a hidden gem by a lot of folks and has yet to be really discovered. The 2010 model is generally much the same as the 2009 model with very little changes.

The Kia Rondo is not designed to do-all and be-all for everyone. It is the type vehicle that makes you feel warm and fuzzy inside, yet it is fun to drive. It is a very functional means of transportation for families and it is priced really low for all that you get. It is more like a small station wagon for those who remember the functionality of station wagons. It comes with either a four-cylinder engine or a V-6 engine. Mostly, owners have said to get the V-6 because it provides a lot more power for the money. The four cylinder has been improved and provides about 175 horsepower, while the V-6 produces 192 horsepower. Fuel economy is good, but not spectacular. It ranges from 21 to 24, depending upon the driver and road conditions.

The Rondo has received numerous awards and accolades. One of these called the Rondo the “Best Family Car for Downsizing.” It is referred to as a crossover that is perfect fror a budget-minded family wanting to get rid of a big gas-guzzling SUV. The NADA guide book calls the Rondo a “Best Car Buy” with high marks in each of their top five categories.
The Rondo offers third row seating, which is adequate for short trips, but takes away all the cargo room. The third row seat will accommodate six foot tall adults, but the leg room is cramped. It is a nice-to-have feature when it is needed, especially for hauling around young children in an emeregency. The stereo system is nice and has iPod connections. It has a lot of interior space and feels very open. It provides a lot of visability. This is an inexpensive vehicle, so much of the interior is plastic and cloth.

The upgraded EX package provides a lot more and for very little cost extra. Beginning prices are in the $18,000 range. The EX model can go upwards to $22,000 or $23,000 or so, but for all the extras, it probably is worth the cost, especially the leather heated seats.

Most of the complaints are fairly minor and not unexpected for a low-cost vehicle. The interior light does not activate when the rear cargo door is open. There is not outside temperature gauge or compass, and there is not beep or other sound when the emergency brake is left on.

Bottom line – this little vehicle is perfect for most situations. The Kia Rondo offers lots of passenger and cargo room, good fuel economy, good ride comfort, a terrific warranty, a lot of features, and most of all, a great low price. Check it out and see if this is the hidden gem you have overlooked in your search.

By Alan Gell - MyCarData

Kia Rio - first photos of the All-New Rio

First photos of all-new Kia Rio released
- Korean spice and Latin flair for Kia’s B-segment newcomer
- Available in 3-, 4-, and 5-door body styles – depending on market
- Offered with wide range of fuel-efficient and low-CO2 engines

Kia Motors Corporation has revealed the first official photos of the forthcoming next generation Rio, which boasts a bold and distinctive personality, bringing the newcomer in line with the rest of Kia’s striking design-led model range.

Tasked with the difficult job of improving upon the remarkable international sales success of the previous generation model, the new Kia Rio will be available in three body styles (with 3-, 4- or 5-doors, depending on market), and has been designed to appeal to customers all around the world.

New Rio has its own interpretation of Kia’s signature grille, integrated with the headlamps to give a new twist on the Kia family look. In profile, the body to glass ratio and its strong wedge form give new Rio a dynamic sporty stance. The balance of the window graphic, wheelbase and overall proportions generates a ‘premium presence’ which is rare in this segment. Overall, new Rio combines European finesse with Korean spice to create a form language that communicates Latin flair.

The new model features a wheelbase extended by 70 mm (to 2,570 mm) and promises greater passenger space and comfort, together with increased cargo capacity to 292 liters (hatchback) and 390 liters (sedan). Exterior dimensions changes include: +55 mm (overall length), -15 mm (height) and +25 mm (overall width) to enhance the feeling of sportiness.

Inside, the new model will deliver a high level of quality previously associated with larger models – together with a wide selection of trim options.

Kia’s B-segment newcomer will be manufactured with an extensive range of six fuel-efficient and low-CO2 engines – from a 1.1-liter diesel unit generating 70 ps in Europe, up to a 1.6-liter GDI gasoline engine producing 140 ps for North America – with the powertrain selection tailored to best suit individual markets and local consumer preferences. An all-new, high-performance 1.2-liter Turbo Gasoline Direct Injection (GDI) will also be available in Europe from 2012.

Soon-Nam Lee, Director of Overseas Marketing, Kia Motors Corporation, added: “This new model is a big step forward. The Rio has always been successful, and with this new incarnation we have a car which is extremely attractive, that people will want to buy for its looks.” Since its launch in 2005, global sales of the current-generation Rio have totalled more than 860,000 units. It was the company’s third best-selling vehicle in overseas markets during 2010 with sales of more than 219,000 units.

Source Kia - MyCarData


 

Kia Sportage EX AWD - fits in with royalty

You can call this Sportage Part II, or maybe Part four-by-four.
Back around Christmas, Kia sent us its dramatically restyled third-generation compact crossover, styling heavily related to the company’s dramatic “Kue” concept from 2007. But it was a front-wheel-drive model.

Now, with marathon commuting duties ahead for me, an all-wheel-drive model was available for the 330-miles of driving to and from the Amelia Island Concours d’Elegance. Would a South Korean crossover stand up in the rarified atmosphere, dueling on the tarmac with new Rolls-Royces and Bugatti Veyrons mixed with classic Duesenbergs and Allards? Let’s update the story, plus see how good it is for backwoods cruising as well.

· Kia koncours – The new Sportage seemed to fit in quite well among the cars around the concours, the new design very angular and wedgy, far better than the last-gen, as I said in December. The shield-shaped 4-bar grill is flanked by upswept headlights with Audi-like LED running light bars on the bottom edges, while our test vehicle’s metallic red color really brought out the gray trim around the chrome-framed fog lights at the bumper’s outer edges. There’s a lower air intake over a fake brush shield, the gray plastic carrying around to the edges of the pronounced wheel flares and along the sill line to lower part of the rear bumper. Crisp design lines work well on a long wheelbase shape with a sweptback windshield and squared-off tail with some aero roundness, while the 18-inch tires with silver and black alloy wheels gave it a custom look. We looked like we belonged, although everyone was looking at the Bentleys, Lambos and Spykers around it in traffic. But I guess when Kias start using the LED running lights we have seen on Audis and other German cars, maybe its time has come and gone.

· Sportage seating – It is still a bit hard to believe that a compact Sportage can be had with a heated/cooled power leather driver’s seats, a superb audio system with AM-FM-Sirius Satellite-CD-USB/MP3 audio inputs, touch-screen satellite navigation system with real-time traffic, and voice command of phone calls, SMS text messages and music media sources. Yes, there hard black over pewter plastic here, but well done, solid and creak-free. Like I said before, the interior lights come on when you approach with the keyless remote, a very classy import touch. Then there’s keyless entry and a start/stop button inside, just like a high-end import. A thick leather-rimmed steering wheel hosts stereo and cruise control buttons on the upper spokes, and voice command and Bluetooth cell phone on the lower silver ones, and it all tilts and telescopes as well. The central 140-mph speedometer with inset red LCD trip computer display flanked by an 8,000-rpm tach and gas and temperature gauges looks upscale too. This tester also had the panoramic sunroof with full moonroof (manual sunshades) over the front seats and a fixed glass roof in back. Back-up video and sonar assisted when maneuvering around a Lamborghini Gallardo in a parking spot. Back seat room was pretty good, with decent head and leg room and a fold-down center armrest. Split the seatbacks 60/40 and the slightly high but flat and wide storage area gets downright big, with storage underneath. And the rear deck is carpeted. This could be the comfy modern crossover when the Alfa Romeo is getting tuned up.

· Sportage systems – Our 8,800-mile-old Sportage EX AWD had the same 2.4-liter DOHC 16-valve four-cylinder engine with 176-hp as we tested in December, but the new SX’s 270-hp 2-liter turbocharged GDI engine might have fit in better with the jet-setters. The front-wheel-drive tester we had a few months ago did 60-mph in 8.5-seconds. Add a few pounds with our EX’s all-wheel-drive and it did the same in 8.8 seconds, a bit slow off the line. It netted an average 24-mpg compared to the front-wheel-driver’s 18-mpg. Our driving did see the “ECO” reminder pop up on the gauges when you drive economically. The new platform, 174.8-inches long with a wheelbase of 103.9 inches, is longer, wider and lower than its predecessor. It’s all unibody with independent McPherson struts in the front and multi-link rear with new dampers and coil springs, perfect for the winding rural roads we used on our trip, a bit sports sedan firm while maintaining comfort. Like
I have said, it did get a bit hard-edged over some bad bumps, but never crashing on rebound. Handling was nimble, the all-wheel-drive front-biased most of the time, but bringing in the rears as needed to neutralize things when we pushed. There wasn’t a lot of body roll either. But the “motor-driven” power steering still has a very artificial feel at speed, with a noticeable assist. The all-wheel disc brakes did their job when a shuttle bus pulled out in front of me, with decent pedal feel and stopping power with minimal nose dive and no fade after a few hard stops in a row. Off road, our street-tired Sportage also did well in light to moderate conditions, with a full-time electro-hydraulic all-wheel-drive system with dash-mounted buttons to lock the center differential and offer hill descent control that taps brakes to walk you down a slope.

We took it down a pine forest dirt path and up and down some sandy hills, fairly light in slope since this was Florida. Power transferred to the wheels that needed it with no slip, while locking the center diff helped in one rutted sandy stretch. Hitting some 45-degree-angle hillocks saw decent approach and departure angles and nothing rubbing underneath as we crested the top despite less than 7 inches ground clearance. Again, the suspension was up to the job, if a bit stiff over ruts. Call the AWD a very good addition for rainy or snowy conditions, and able to get you to a beach or forested cabin. For safety, driver and passenger front airbags, front seat-mounted side airbags and side curtain airbags with ABS, stability control (that can be shut off), Electronic Brake Distribution and a Brake Assist System. There are also grab handles on the center console

· Kia kost – There are three flavors of Sportage. The base model starts at $18,295 with 16-inch alloy wheels, air conditioning, power windows/locks/mirrors, SIRIUS Satellite Radio with three months complimentary service, MP3 connectivity and Bluetooth wireless technology. The LX adds side mirror LED turn signals, keyless entry and tinted glass. An EX FWD starts at $23,295, while our AWD is $24,795 with 18-inch alloy wheels, roof cargo rails, rear spoiler and chrome body trim and door handles. Options included: $1,500 navigation with rear camera; and a $3,000 premium package with premium audio, heated front seats with driver’s seat cooling, keyless entry/start, double sunroof, rear sonar, auto-dim rearview mirror with Homelink, heated outside mirrors and cargo cover. Final price - $29,990, $2,000 more than the FWD EX we had in December. Competition includes Mitsubishi Outlander, Toyota RAV4, Honda CR-V, Nissan Rogue, Chevrolet Equinox, Ford Escape, Dodge Nitro and Kia’s sister ship, the Hyundai Tucson. The Mitsubishi, Dodge and Chevy are less, the others equal or more if fully loaded, with the CR-V getting the most power at 180-hp. Some also offer V-6s that will equal the Sportage’s hotter optional engine. And some have more precision in their driving.

· Bottom line – Like I said in December, the Sportage may be the best looking of all of the compact crossovers, and that helped it fit in with the royal set at the Amelia Island concours. Its level of fit and finish were good, and its level of fitment was amazing for its price and size – cooled seats, panoramic moonroof, leather, sat-nav and a great audio for just under $30,000! And while it had all-wheel-drive, its mpg was better. Just get rid of the electric power steering.
Vehicle type – compact 5-passenger sports utility crossover

Base price $24,795 ($29,990 as tested)
Engine type DOHC, 16-valve in-line four
Displacement – 2.4 liter
Horsepower (net) – 176 @ 6,000 rpm
Torque (lb-ft) – 168 @ 4,000 rpm
Transmission – 6-speed automatic with manual shifting
Wheelbase – 103.9 inches
Overall length – 174.8 inches
Overall width – 73 inches
Ground clearance – 6.8 inches
Height – 64.4 inches
Front headroom – 39.1 inches
Front legroom – 41.4 inches
Rear headroom – 38.5 inches
Rear legroom – 37.9 inches
Cargo capacity – 26.1 cu.ft./54.6 w/rear seats folded
Towing capacity – up to 2,000 lbs.
Curb weight – 3,355 lbs. (169 more than FWD)
Fuel capacity – 14.5 gallons
Mileage rating – 22-mpg city/31-mpg highway
Last word – Fit in with royalty, functioned OK off road too

By Dan Scanlan - MyCarData

Jeep Wrangler - new Wrangler is still a Jeep

Give Chrysler credit – it has been an extraordinary caretaker of Jeep during the past quarter-century. Wranglers are periodically updated to remain current, but are never pretend to be anything other than a pure off-road machine. That doesn’t mean a few concessions can’t make them more enjoyable on every road.

“The iconic Jeep Wrangler keeps getting better,” said Mike Manley, President and CEO – Jeep brand, Chrysler Group LLC. “While retaining unmatched, legendary capability, the 2011 Jeep Wrangler boasts an all-new interior that delivers a host of comfort, convenience and versatility features. In addition, Sahara models now feature a stunning, all-new body-color hard top, for customers looking for a Jeep wrangler with a more premium appearance.”

Wrangler enthusiasts will first notice the curved, Euro-style dash panel that connects the off-roader with the redesigned 2011 Grand Cherokee. A new contemporary steering wheel with integrated audio, cruise controls, and Bluetooth hands-free phone connection may shock the faithful, but will broaden Wrangler’s appeal among commuters and younger urban cowpeople. A new USB plug connects music players to the vehicle’s controls. Twelve-volt accessory and home style 110-V outlets have been added so passengers can power devices on the fly. Optional two-tone leather seats add upscale flair.
You can believe the Wrangler is as capable off-road as ever. It will be among the first Jeeps to receive Chrysler’s high-tech “Phoenix” V6 engines and a new transmission. An array of four-wheel-drive gear ratios and locking differentials are sure to remain in the Wrangler’s tool box. Two-door and Four-door “Unlimited” editions, including off-road superior Rubicon editions, will return.

When the 2011 Wrangler debuts later this year, prices are expected to remain similar to the 2010 stickers of $21,165 for two-door and $23,410 for four-door Wranglers. We could talk about competitors, but we all know there really aren’t any for the original Jeep.

By Casey Williams - MyCarData

Jeep Patriot - significant upgrades for 2011

- Aggressive new exterior styling
- Upgraded interior featuring significantly upgraded touch points
- Increased 4x4 ride height
- Uconnect® Voice Command available as a stand-alone option on all models
- Standard speed control on all models
- New available 17-in. wheels
- Re-tuned steering and suspension systems
- Four new colors: Natural Green Metallic Clear Coat, Dark Charcoal Pearl Coat, Blackberry Pearl Coat and Red Crystal Pearl Coat
- 2011 Patriot with Aggressive New Styling, Segment-leading
- Capability and Unsurpassed 4x4 Fuel Economy
The new 2011 Jeep Patriot is the affordable compact sport-utility vehicle (SUV) offering consumers segment-leading capability and unsurpassed 4x4 fuel economy, along with classic, rugged Jeep styling.

Jeep Patriot’s classic exterior styling and capability are enhanced for 2011 with new front and rear fascias, a body-color grille, new bodyside cladding and an increased 4x4 ride height. Ride and handling is refined courtesy of retuned steering and suspension systems. Interior enhancements round out the new-for-2011 features, and include significantly upgraded touch points.

“Patriot boasts class-leading 4x4 capability and unsurpassed fuel economy, and a host of safety features in a fun and affordable package – a combination that only Jeep can offer,” said Mike Manley, President and CEO – Jeep Brand, Chrysler Group LLC. “For 2011, Jeep Patriot is even more appealing to consumers, thanks to rugged new exterior styling, interior enhancements and refinements to the suspension and steering systems.”
New-for-2011 Jeep Patriot exterior highlights include an aggressive new front fascia with standard fog lamps positioned inside the headlamps, a new rear fascia that extends lower than on previous models, a body-color grille; new available 17-in. wheels, four new colors and 4x4 ride height that has been increased by one inch.

Interior upgrades for the 2011 Jeep Patriot include new soft touch front-door trim panels with a padded upper surface; new center armrest; a new Jeep steering wheel with integrated controls that allow the driver to operate the radio, cruise control, handsfree phone and other vehicle functions while keeping their hands on the wheel; new cloth interior, with premium cloth bucket seats in the front; standard speed control on all models; new backlighting of door switches, door locks, windows and power mirror controls and standard automatic temperature control on the Latitude X model.

Available as a stand-alone option on all models for 2011 is the Uconnect® Voice Command with Bluetooth for handsfree calling and music/radio/SIRIUS satellite radio control.
The 2011 Jeep Patriot offers customers more capability than any other vehicle in the compact SUV class. Capability features include low-range mode which generates a best-in-class 19:1 crawl ratio, brake traction control, 19-in. water fording capability, Hill-descent Control, 4x4 Lock shift-on-the-fly which sends 50 percent of torque to front and rear wheels and a maximum tow rating of 2,000 lbs. The Jeep Patriot also boasts a retuned suspension for 2011, with higher spring and damping rates, added rebound springs and an increased diameter of the rear sway bar. Despite these numerous capability features, the 2011 Jeep Patriot boasts unsurpassed 4x4 fuel economy in its segment.

Jeep Patriot is powered by either the 2.0- or 2.4-liter World Gas Engine offerings producing 158 and 172 horsepower, respectively. Chrysler World Gas Engines feature dual variable-valve timing and an intake manifold design with flow control valves on the 2.4-liter engine, typically found only on more expensive vehicles. Combined, these features produce more power, better fuel economy and smoother, quieter operation than engines without them.

A 2010 Insurance Institute for Highway Safety (IIHS) Top Safety Pick, the Jeep Patriot for 2011 is loaded with more than 30 standard safety and security features, thoughtful functionality and best-in-class off-road capability with Freedom Drive II, offering tremendous value for consumers that desire an SUV to accommodate their active lifestyle at an affordable price.

Offered with front-wheel- or four-wheel-drive, 2011 Jeep Patriot is available in three configurations – Sport, Latitude and Latitude X.
The 2011 Jeep Patriot is available in the following exterior colors: Natural Green Metallic Clear Coat, Dark Charcoal Pearl Coat, Blackberry Pearl Coat, Bright White Clear Coat, Bright Silver Metallic Clear Coat, Brilliant Black Crystal Pearl Coat and Deep Cherry Red Crystal Pearl Coat (late availability).
The Jeep Patriot is built at the Belvidere Assembly Plant in Belvidere, Ill.

Source Jeep - MyCarData

Jeep Grand Cherokee - Grandest Jeep

It would be hard to imagine the SUV market without Jeeps. Chevrolet’s Suburban gets credit for introducing the modern SUV, but the WWII-era Jeep brought four-wheel-drive to the tracks. Put the two concepts together, as Jeep did with the Wagoneer in 1963, and you have one of America’s favorite forms of transportation. Jeep enhanced the Wagoneer until it became the Grand Wagoneer, an early luxury SUV. The concept shrunk with the 1984 Cherokee, a mid-size SUV with four doors that evolved into the Grand Cherokee. Two decades and four generations later, we have the grandest Cherokee to date.

Imagine all you know about Jeep’s legendary capability, the Grand Cherokee’s luxury, and put it all on a Mercedes-derived platform that is among the best in the world. Much of the early engineering was completed while Daimler owned Chrysler, so it made a lot of sense to share as much as possible with the Mercedes M-Class – like a four-wheel independent suspension system. There’s still capability that only comes with a Jeep grin.

The Quadra-Lift air suspension features five adjustable height settings. Normal mode sets the vehicle at 8.1” of ground clearance to balance obstacle avoidance with on-highway aerodynamics. Off-Road 1 mode raises the vehicle 1.3 inches (9.4” total). Off-Road 2 adds 2.6” (10.7” total). Park mode stoops the vehicle down 1.5” from normal to make entrance and exits easier. Aero Mode squats 0.6” from normal for improved mileage on the highway. All of this is adjusted from a switch in the center console.

Supplementing the Quadra-Lift air suspension is Jeep’s Selec-Terrain system. Drivers can customize their vehicle’s performance for a variety of on- and off-road conditions. A computer coordinates the powertrain, braking, suspension, throttle, transmission, transfer case, traction control, and electronic stability programming for the optimum performance. Modes include Sand/Mud, Sport, Auto, Snow, and Rock. Grand Cherokee achieves a 34.3-degree approach angle, 29.3-degree departure angle, and 23.1-degree breakover angle – all increased from the already-extraordinary previous-generation model.

You would think that would be enough to get you anywhere, but the Grand Cherokee also has an incredibly-sophisticated four-wheel-drive system. Overland-trim models come standard with “Quadra-Trac II” that includes a two-speed transfer case to smoothly and instantly shift up to 100% of the engine’s power to the axle with the most traction. Four-wheel-drive works in conjunction with Hill Descent Control (crawls the vehicle down steep inclines), Hill Start Assist (holds the wagon momentarily while the driver lifts his/her foot from the brake to throttle), and electronic stability control to make the Grand Cherokee easy to drive during the most horrendous conditions imaginable.

On-road or off, the Grand Cherokee’s 5.7-litre V8 engine that generates 360-HP and 390 lb.-ft. of torque produces all of the grunt one needs to cross over the Rubicon or leave family sedans in its wake on the open road. Chrysler’s multi-displacement system shuts down cylinders during low power situations, helping the Grand Cherokee achieve 13/19-MPG. Towing capacity is a full-size 7,400 lbs. To conserve a little fuel with plenty of oomph, stay grounded with the Pentastar 3.6-litre V6 that generates 290-HP and 260 lb.-ft. of torque.

It’s not all rough and tumble. Exterior design is recognizably Jeep with its grater grille, bulging fenders, and high ground clearance. Yet, the Grand Cherokee also looks more upscale with softer curves, body color trim, and delicate use of chrome. A Dual-Pane Panoramic sunroof, 20” alloy wheels, auto-leveling headlamps, and power rear hatch make inhabiting the Grand Cherokee as enjoyable as looking at it.

Inside, the Grand Cherokee coddles like a mountain lodge. If the material quality is an indication of future Chrysler products, we journalists will finally eat our shoes. It is superb, French stitching everywhere, and accented with woodgrain on the console, doors, and steering wheel. Heated front and rear seats, heated steering wheel, leather upholstery, cooled front seats, power tilt/telescoping steering column, and loads of sound deadening materials reek of love. Sirius Satellite Radio, in-dash navigation, and UConnect hands-free phone with voice command keep everybody in touch and entertained. Showing an affinity for its Mercedes parentage, Grand Cherokee Overland is available with dynamic cruise control, rear pathway warning, blind spot alert system, and forward collision warning.

Even in all its pedigree and refinement, the Grand Cherokee is every inch a Jeep. It can rise off its alloy wheels and grippy tires with a height-adjustable air suspension system, craw through muck and over boulders with sophisticated four-wheel-drive, and crawl down mountainsides with Hill Descent Control. Luxury is on par with the world’s best. It’s comfy, classy, and infinitely capable. An as tested price of $44,915 makes it competitive with the Mercedes ML, Land Rover LR4, and VW Touareg.

2011 Jeep Grand Cherokee
Five-passenger, 4x4 SUV.
Powertrain: 360-HP 5.7-litre V8,
5-spd auto trans.
Suspension f/r: Ind./Ind.
Wheels: 20”/20” f/r.
Brakes: disc/disc fr/rr with ABS.
Must-have features: Capable luxury.
Manufacturing: Detroit, MI.
Fuel economy: 13/19-MPG city/hwy.
As-tested price: $44,915.

By Casey Williams - MyCarData

Jeep Grand Cherokee - A true Jeep with a bit of Benz

Way back in the 1940s, a legend was born when the U.S. Army accepted one design for its new motorized mule, and the first Jeep hit the battlefield.

It spawned a civilian version after the war, then the company range expanded in 1963 with a family version called the Wagoneer, followed by a boxier more utilitarian Cherokee, and ultimately the more luxurious family wagon – the Grand Cherokee of 1993.

Eighteen years and more than 4 million versions later, the fourth generation of the Jeep Grand Cherokee has burst forth on the highway and sand dunes of the world, based now upon the very car-like steel uniframe roots of the current Mercedes-Benz ML-Class SUV. We had the Grand Cherokee Laredo, the base 4-by-4 with a nicely rounded option package.

So has a dose of German engineering from the days when Daimler owned Jeep, and not Fiat, given Jeep faithful some tasty schnitzel, or is there a bit of sauerbraten in there?

· Grand gander – One look at the new Grand Cherokee and two things are apparent – it’s a Jeep, and it’s a smooth operator, with serious streamlining of the traditionally chunky look of its predecessor, and some serious presence. The seven-slot grill that is part of Jeep’s trademark heritage is there, but its more rounded, a sculpted shape the company says delivers 8.5 percent les drag compared with the previous model’s flatter face. The angular headlights hide more traditional round Jeep units inside over a less blocky bumper than before. The removable lower front fascia smoothes out air flow when on, or off-road approach angles when off. You still have traditional Grand Cherokee-style squared-off wheel arches with black trim that flow off the under-nose brush guard, door sills and rear fascia. Five-spoke alloy wheels wear P265/60R18-inch Michelins.

The flanks are a bit more sculpted, with a rising beltline accented in chrome and a chrome spear down the side. The aft end gets a bit of a BMW X5 look, tighter and more rounded in design with more horizontal taillights connected by a chrome bar, bigger rear glass and a more tucked step bumper over the V-6’s single exhaust. In fact, despite a 5.3-inch increase in wheelbase (114.8-inch) and a 1.8-inch increase in length, the whole shape looks a bit more compact, with tighter overhangs. It still carries the Grand Cherokee feel, but it is definitely more upscale and elegant in shape without losing its muscle. It looks very wide and planted, with a raked shape and tapered styling to its greenhouse.

· Grand accommodations – The wheelbase stretch means more interior room, and it shows from the well-placed driver’s seat that isn’t a climb to get in once the front door opens wide. Once there, it’s a much smoother design with a one-piece padded, molded dash top in brown over tan with inset 140-mph speedometer and gas gauge on the right, 7,000-rpm tach and temperature gauge on the left, and an LCD trip computer display in the center with compass and outside temperature. A three-spoke steering wheel with thick leather-clad rim tilts and telescopes, with big trip computer, Bluetooth and phone/audio voice control buttons on the left, and cruise control on the right. It wouldn’t be a Chrysler product if the stereo controls weren’t on the wheel’s backside, a fingertip away. A smoother center stack gets silver-framed air vents flanking a bigger LCD touch screen for the 500-watt, 9-speaker AM-FM-Sirius Satellite audio system with a CD slot under the pop-up screen. There’s an MP3 audio input jack on the stereo faceplate, and a USB hookup for thumbdrives and iPods for music in the upper center armrest storage area. It can even upload photos for display on the LCD touch screen, which unfortunately has no “auto” setting for its brightness – you have to select “day” or “night” yourself. Sound quality was good, satellite navigation optional here. The dual-zone climate control system is easier to use than the last generation Grand Cherokee, and looks better, adding heated seats as well on our test vehicle. The driver’s seat had 8-way power adjustment, even height-adjustable power lumbar. There’s hidden cargo storage and a 12-volt outlet under a lower center dash door, light green-lit rings around the center console cup holders, and another 12-volt outlet in the center armrest’s larger storage area.

The glovebox was big, with a shelf for the owner’s manual. Light touches of chrome and brushed silver plastic added a touch of class inside, and the fit and finish and switchgear feel was good, except for a poorly-fitted overhead sunglass holder that buzzed on certain road surfaces. The hard plastic cap on the back of the driver’s seat was also ill-fitting. With a longer wheelbase and back doors that open very wide, getting into the rear seat, then enjoying its four more inches of leg room was appreciated. There’s a 110-volt outlet for the passengers as well as rear air vents and a center arm rest, although the rear power windows don’t go all the way down. The rear seat backs recline up to 12 degrees.. Cargo volume behind the second row provides an additional 5.6 cubic feet of room (35.1 cubic feet total) compared to the previous model, with a side storage pocket with removable/rechargeable flashlight. The seat backs split 60/40 and fold flat, expanding a wide carpeted cargo area with cargo and grocery bag hooks. The spare tire resides under that floor, but there are removable cargo bins around it for stuff. The rear window also opens separately. And over all front and rear was Jeep’s new CommandView dual-pane sunroof that extends from the windshield to over the rear passenger’s heads. The front section is a pop-up/slide-back glass moonroof, while the rear section is fixed. A power sunshade covers some or all as needed. And if you doubt the Mercedes-Benz connection, the key fob even looks like a Benz’s.

· Jeep jammin’ – The new Grand Cherokee offers a torquey diesel overseas, but not here yet – sigh. What we have is a fairly sophisticated new DOHC 3.6-liter Pentastar V-6, flexible fuel-capable with 290-hp and 260 lb.-ft. of torque, able to tow up to 5,000 pounds. A 360 hp V-8 that can handle up to 7,400 pounds (4x2) is optional. Our 13,000-mile-old V-6 was potent enough to hit 60-mph in 8.3 seconds with decent shifts and a pleasant growl, yet return about 20-mpg on regular. Mid-range passing power was OK. The last Grand Cherokee we tested was a 2005 model with a 230-hp V-8 that averaged 11 mpg and hit 60-mph in 9 seconds. That longer wheelbase has short- and long-arm independent suspension up front, and a multi-link rear suspension with coil springs and twin tube shocks all-round that gave a very comfortable and controlled ride. Developed at the same time as the current Mercedes M-Class, it’s solid on the road. We hit a rough patch on the interstate at 70-mph and it just shrugged it off. Handling is just fine for a real SUV, with light understeer when pushed and just a bit of body roll. A Honda Pilot is more precise in ride and handling. The power steering had a direct feel and feedback with good boost, offering a tight turning radius was great in a parking lot, and handy off road too.

The brakes stopped us well from 60-mph in a respectable distance, with a bit of nose dive and decent fade resistance. And thanks to lots of sound insulation and a sound-sealing firewall, the new Grand Cherokee was elegantly quiet on the highway. A Jeep should go off-road, and our test vehicle came with the basic of three (Quadra-Trac I, Quadra-Trac II and Quadra-Drive II) full-time four-wheel drive systems. Quadra-Trac I has no switches or low range, using a single-speed case that uses input from sensors to determine tire slip and send up to 100 percent of torque to the axle with the most traction. With 8.6 inches of ground clearance, the Grand Cherokee easily tackled moderately hard sand and dirt trails, never bogging on a rutted uphill patch of sand. It nicely absorbed ruts and whoops with good suspension travel and buffered rebound. For comparison, a Kia Borrego, Nissan Pathfinder and Toyota 4Runner weigh less, while the latter pair offer just a tad less V-6 horsepower and hit 60-mph in just under 8 seconds. A Honda Pilot’s 250-hp V-6 hit 60 mph in 8 seconds with a tad less fuel mileage on average. Many of the competition, some more crossover than SUV, also have third-row seating.

· Cherokee change – The Grand Cherokee Laredo rear-wheel-drive version starts at $30,9995; our four-wheel-drive version started at $32,995, with standard electronic stability control, electronic roll mitigation, keyless entry and start, overhead console with sunglass holder and HomeLink, and front/front seat-mounted side and full-length side-curtain air bags, Quadra-Trac I, power driver’s seat and a six-speaker stereo. Our tester had the optional $225 blackberry pearl coat paint, $1,105 panoramic sunroof, $595 tow package and the $4,000 Laredo X package with leather seats, power passenger seat, dual-zone climate control, back-up camera and sensors, 115-volt outlet, cargo cover and HomeLink transmitter, for a final price of $39,010. A Pilot can cost more, a Dodge Durango or Chevrolet Traverse less.

· Bottom line – This is a highly-evolved Grand Cherokee with a smooth shape, well-crafted and sleek interior and the right touch of creature comforts for the price. It doesn’t fuss with an almost-worthless third row seat as some of this size class do. Plus it’s surefooted on- and off-road, with solid ability either way. A crossover it isn’t.


Statistics:

Vehicle type – 5-door sports utility vehicle

Base price - $27,795($30,275 as tested)

Engine type - DOHC 24-valve aluminum V-6

Displacement – 3.6-liter

Horsepower (net) - 290 @ 6,400 rpm

Torque (lb-ft) - 260 @ 4,80 rpm

Transmission - 5-speed automatic

Wheelbase – 114.8 inches

Overall length – 189.8 inches

Overall width – 76.5 inches

Height – 69.3 inches

Front headroom – 39.9 inches w/sunroof

Front legroom – 40.3 inches

Rear headroom – 39.2 inches

Rear legroom – 38.6 inches

Cargo capacity – 35.1 cu.ft./68.7 with rear seats folded

Towing capacity - up to 5,000 lbs.

Curb weight – 4,660 lbs.

Fuel capacity – 24.6 gallons

Mileage rating - 16-mpg city/22-mpg highway

Last word – A true Jeep with a bit of Benz

By Dan Scanlan - MyCarData

Jeep Patriot - waves the flag proudly

Jeep’s boxy crossover has been popular enough, but was widely panned by journalists for being a little light on off-road capability and a little heavy on interior plastics. Add to that a buzzy transmission, vague steering feel, and excessive road noise, and you had a Jeep that didn’t quite add up to the flag Chrysler was flying. Updated and refined for 2011, the Patriot can finally roll proud.

I know much of this was underway before Fiat entered the picture, but you must be impressed with what Chrysler has done to several of its vehicles. Without completely overhauling models like the Jeep Compass/Patriot, Dodge Avenger, or Chrysler Sebring (now the 200), it took decent cars and made them very pleasing and completely competitive. Patriot is a bearer of that good news.

“Patriot boasts class-leading 4x4 capability and unsurpassed fuel economy, and a host of safety features in a fun and affordable package – a combination that only Jeep can offer,” said Mike Manley, President and CEO – Jeep Brand, Chrysler Group LLC. “For 2011, Jeep Patriot is even more appealing to consumers, thanks to rugged new exterior styling, interior enhancements and refinements to the suspension and steering systems.”
No need to significantly change the styling – you can tell from three mountaintops away that the Patriot is a Jeep. Its upright seven-slot “grater” grille, round headlamps, boxy wagon roofline, and solid 17” five-spoke alloy wheels look ready to tackle anything. If you look closely, you’ll notice new front and rear facias, body-color grille, and a slightly increased ride height on 4x4 models. Jeep basically left well-enough alone, and I’d say that was exactly the right idea. If you want a streamlined Jeep, check out the Compass or Grand Cherokee.

The biggest gripe about the Patriot was its “Tupperware” interior. Upgrades include soft touch front-door trim, padded upper door surfaces, enhanced center armrest, and the classy new Jeep steering wheel that is shared with Grand Cherokee and Wrangler. Rear door panels continue to embrace hard plastic, but with kids and pets, that’s probably best – all the easier to scrub. Besides looking and feeling great, the new steering wheel integrates controls for the radio, cruise control, Bluetooth phone connection, and vehicle information center. Premium cloth seats are available, but I’d go for heated leather. Automatic climate control, in-dash navigation, Sirius Satellite Radio, lighted cupholders, Boston Acoustics speakers, USB audio input, and remote starting are all available.

All that is very nice and I’m glad Patriot passengers will be comfy in their plush surroundings. But, at the end of the trail, the Patriot is still a Jeep. As such, it should be able to at least make an honest showing off-road. The SUV is available in three configurations: Front-drive, Freedom Drive I, and Freedom Drive II. Front-drive is for primary use on paved roads with optimized fuel economy. Freedom Drive I offers a lockable four-wheel-drive system ideal for poor weather and light off-roading. Freedom Drive II is for “Trail Rated” models and adds low range gearing to help the vehicle over steep grades, rocks, logs, and for conditions where there is occasional wheel lift. No matter which package is installed, drivers must remember the Patriot is a unibody crossover and not a hard-core Wrangler.

Nobody will confuse the Patriot’s powertrain with a Grand Cherokee’s either. Base models come standard with a 158-HP 2.0-litre four-cylinder engine connected to a 5-speed manual transmission or continuously-variable automatic. Fuel economy is rated an economical 23/29-MPG city/hwy. Step up to the 172-HP 2.4-litre four-cylinder for more enthusiasm, but you’ll also give up a little in economy at 22/28-MPG city/hwy. Chrysler claims to have re-calibrated the CVT for better performance and a more refined driving experience. It’s hard to argue – the transmission always seems to find the right amount of power when you need it.

Given how much the Patriot will be on-road, safety is paramount. Engineers installed dual front, front side, and side curtain airbags. They also hooked it up with four-wheel anti-lock brakes, electronic stability control, and hill descent control. A four-wheel independent suspension system, refined steering feel, and a relatively-low center of gravity also make the Patriot inherently stable. As a result, the Patriot was named a Top Safety Pick in 2010 by the notoriously-tough Insurance Institute for Highway Safety.

I always liked driving the Jeep Patriot, and thought it was a solid little crossover, but was irritated with the cheap plastics and buzzy ride. With the enhancements made for 2011, I like it very much. Jeep kept all that was 98% good about the Patriot and worked over the remaining 2%. With an as-tested price of $27,800, it will make tough competition for the Chevy Equinox, Ford Escape, and Subaru Forester.

By Casey Williams - MyCarData

Jeep Grand Cherokee - confident, competent, capable

The Jeep Grand Cherokee might be taken as a sign that urban sprawl is consuming our wilderness. As the rugged spaces fall prey to the bulldozers, the vehicles designed to tackle uncharted terrain must evolve to fit the changing environment. Thus, the Jeep Grand Cherokee, redesigned for 2011, is more civilized and luxurious than ever.

With its new, smooth lines, the Grand Cherokee doesn't look "Trail Rated," but it's still a capable off-roader. Jeep has combined on-road stability and off-road ability into a single package, and improved the Grand Cherokee's safety, luxury and styling at the same time. New, more efficient engines, a terrain-management system similar to Land Rover's and an new air suspension round out the package.

The new Grand Cherokee is like a 'tooned version of the previous vehicle, thanks to an almost obsessive amount of attention paid to aerodynamics. It's visually smaller and smoother, with styling hallmarks like the seven-slot grille, round headlamps and trapezoidal fender openings exaggerated. It's all new, but instantly recognizable. The front bumper's lower fascia is removable for improved approach angles and can be replaced for freeway travel. The Grand Cherokee is also longer and wider than its predecessor, a fact that is largely disguised by the new design. Interior room has benefitted accordingly.

The Grand Cherokee Limited is clearly aware that its price tag puts it in Land Rover territory, and its new interior is trimmed accordingly. The interior is handsome and follows the recent multi-toned style established by the Ram pickups, with dark-colored upper dash sections separated from a lighter underside by chrome and wood trim. The materials have evolved toward the elegant end of the spectrum. The Command-View dual-pane sunroof is available, exposing the handsome interior to direct sunlight.

Combining utility and luxury, the 35.1 cubic-foot cargo area is chrome-lined and equipped with cargo hooks, a removable flashlight, storage bins for dirty gear and an available power tailgate.

The base Grand Cherokee gets an all-new engine. With fuel economy becoming one of the biggest concerns of SUV buyers, Jeep has taken steps to improve the Grand Cherokee's efficiency, with a new 3.6 liter V6 as standard equipment. This flex-fuel engine is a DOHC unit with a die-cast aluminum block for reduced weight and variable valve timing. The Grand Cherokee is a bit large for the 290 horses the V6 puts out, however; it gets up to speed decently enough but there's not much power to spare. The tradeoff is slightly improved fuel economy compared to the V8 version and very docile manners around town. A five-speed automatic transmission is standard, and the V6 Grand Cherokee will tow up to 5000 pounds. A V8-powered Grand Cherokee is still available as well, with a 360-horse 5.7 liter V8 and the fuel-saving Multi-Displacement System (MDS). With the big engine, towing ability goes up to 7400 pounds.

It's common for Jeep to offer a choice of four-wheel drive systems, and the new Grand Cherokee continues that tradition. A full-time four-wheel drive system with a single-speed transfer case is standard on the Quadra-Trac I system, while Quadra-Trac II provides instant torque transfer to mitigate tire slippage. The top-of-the-line Quadra-Drive system adds a rear limited-slip differential.

The Grand Cherokee has a fully independent suspension front and rear, with short and long arms up front, a multi-link rear and coil springs at all four corners. The big news for off-road applications is the new Quadra-Lift air suspension. This adjustable air suspension offers five ride-height modes that enable better aerodynamics on the freeway or the ability to step gently over tall obstacles off-road. Air springs at all four corners enable the Grand Cherokee to vary its ground clearance by just over four inches. Considering the cost of an aftermarket four-inch suspension lift, the Quadra-Lift system will answer the prayers of a few weekend off-roaders. Additionally, the Select Terrain system modulates engine, brake throttle and transfer case activity to cope with a variety of different road (and off-road) surfaces. Jeep even offers an "All-Weather" package for extreme weather conditions, which adds Select Terrain, a two-speed transfer case, engine block heater, remote starts and snow-resistant slush mats for the interior.

Back in the 'burbs, available driver aids like a blind-spot monitoring system and a forward collision warning make dealing with one's fellow commuters a bit less stressful. Great care has been taken in the construction of the Grand Cherokee's body to provide a solid and silent ride. Driving the Grand Cherokee on pavement involves a lot less head-tossing than it once did.

This is a competent, confident and capable vehicle, but is it lacking a personality? Grand Cherokees have many faithful and loyal owners, though I've always found the other members of the Jeep family--including the Commander--to be more lovable. The ovoid Grand Cherokee is perhaps too citified for my taste. I'd rather a Jeep was a Jeep, and not quite housebroken. That said, there's nothing wrong with knowing your manners. Refinement is never a bad thing. Pricing for the Grand Cherokee starts at $30,995 for two-wheel drive and $32,995 with four-wheel drive. To roll with the Range Rovers, opt for the $38,820 Grand Cherokee Limited. My test vehicle was a V6-powered Grand Cherokee Limited with a leather interior, power tailgate, Quadra-Lift suspension, navigation system and Sirius satellite radio, and stickered for $43,500.

All specifications are for the 2011 Jeep Grand Cherokee

Length: 189.8 in.

Width: 84.8 in.

Height: 69.4 in.

Wheelbase: 114.8 in.

Curb weight: 4850 lb.

Cargo space: 35.1 cu.ft. (seats up); 68.7 cu.ft. (seats folded)

Towing capacity: 5000 lb.

Engine: 3.6 liter DOHC V6

Drivetrain: five-speed automatic transmission, four-wheel drive

Horsepower: 290 @ 6400

Torque: 260 @ 4800

Fuel capacity: 24.6 gal.

Est. mileage: 16/22

By Chris Jackson - MyCarData

Jeep Wrangler - turns 60

No vehicle is more American than the Jeep Wrangler. Opening a photo album from across the decades, it would be hard to imagine G.I.s in World War II crossing Europe without their Jeeps. After coming home, they started the first SUV boom when they civilianized the little four-wheelers for fun, sun, and toil. Jeeps fought in Korea, ravaged the jungles of Vietnam, and still had time to boogie through the 70s as fashion accessories.

 Daisy Duke looked wicked sexy in her shorts – never more so than when driving her white Jeep CJ7 Golden Eagle. Pick any era since 1941 and you’ll find Jeeps in the background.
It’s easy to spot them as they haven’t changed much. The 2011 Wrangler’s design looks more like a proposal for the next Model T than shapes that came out of a 21st Century design studio. Jeep’s famous “grater grille” flanked by round headlamps and exposed bumpers form the front. Separate fenders and domed hood lead to an upright windshield that can still fold forward as in the war years. Exposed door hinges, external pull-type hood latches, plastic fender extensions, and a rear as vertical as the Chrysler Building is the definition of form after function. Elegantly curved windshield glass, slightly raked-back grille, and 17” aluminum wheels blend the line between then and now.

Refinement is in the details. New Wranglers are wider and longer than previous generations to add stability on road and off while smoothing the choppy ride. You can get a folding soft top as in the old days, but I prefer the hard top that allows passengers to just remove panels over the front seats, or to disassemble the entire thing for total open air. Doors can still be removed for running naked through the breeze. One can button up like a storm cellar or fling it wide open as if on a beach.
Besides the optional lack of top and doors, riding in the Wrangler is like no other automotive experience. You heave yourself up inside by grabbing the steering wheel, roll bar, and probably both. Passengers tug at the grab handle above the glovebox. Dashboards were redesigned for a more curvaceous Grand Cherokee look while the Wrangler adopts its upscale sibling’s primo three-spoke leather-wrapped steering wheel with integral audio controls. Everything inside, including the doors with roll-up windows, can be hosed down after mud-filled fun. Increased acoustic materials hush the interior dramatically on the highway compared to the thrumming of earlier Wranglers. It’s almost civil, but probably not the best Autobahn cruiser.

All Wranglers, including our Sport model, come with a 3.8-litre V6 that generates 202 horsepower and 237 lb.-ft. of torque. Hard-core rock crunchers will choose the six-speed manual transmission, but a four-speed automatic is available to make city life easier. Engineers are apparently trying to get the best fuel efficiency possible because fifth and sixth gears are useless for anything other than highway cruising. Even mild Texas-grade inclines sometimes urge downshifts to maintain 70 mph. You can shove this brick through the wind, but you’ll only get 15/19-MPG city/hwy.

Running all day at Interstate speeds really isn’t the point of the Wrangler anyway. You could buy any other Jeep if that’s really your mission. It’s the chassis and 4x4 systems that are the font of Wrangler’s talent. Solid front and rear heavy-duty axles articulate over almost anything, allowing the tuned shock absorbers to tame rough trails and pot-holed city streets. Skid plates protect the fuel tank, transfer case, and oil pan. All of that allows the Wrangler Sport’s part-time 4x4 system with high- and low-range gearing to tackle sand, gravel, snow, ice, or mounds of muck with ease.

Until I started looking around my neighborhood, I didn’t realize how many Jeep Wranglers are on the road. College kids, old men, high school girls, CEOs, lawyers, mountain climbers, handsome gents, Southerners in short shorts, and club queens all drive them. Everybody relates to the simple honesty of the Jeep. It is the perfect summer car with the top removed and transforms into a storming sled with four-wheel-drive and hard top installed. Wrangler does it all, and looks fabulous no matter the season, location, or decade.

The fact that Jeep has been controlled by the French (Renault), Germans (Daimler), and Italians (Fiat) over the years does nothing to diminish the Jeep’s status as an American hero and symbol of freedom around the world. Imitators come and go, but nothing has matched its simple style, incredible capability, and relative affordability. Perhaps no vehicle has remained as original for so long without losing relevancy. As Jeep celebrates its 60th Anniversary, the iconic Wrangler proves age only makes some things more enjoyable. Price as tested came to $26,310.

2011 Jeep Wrangler Sport
Four-passenger, 4x4 SUV.
Powertrain: 202-HP 3.8-litre V6,
6-spd. manual trans.
Suspension f/r: Solid axles
Wheels: 17”/17” f/r.
Brakes: disc/disc fr/rr with ABS.
Must-have feature: Authentic!

By Casey Williams - MyCarData

Jaguar XFR - Supercharged fun from Jaguar

Setting the pace for future Jaguar models, the XF breaks with the retro-stylings of the S and XK. It was the goal of Jaguar design director Ian Callum to return the brand to a position of setting styling trends rather than revisiting past ones. The XF is the first product reflecting his vision.

Jaguar's tradition, however, is one of more than just styling innovation; it also includes a passion for performance. Enter the $80,000 XFR.

Using a variety of technologies, Jaguar has infused the XFR with attitude and ability. This is not a luxury performance sedan for the feint of heart. Yes, its stunning good looks will turn heads and inspire thumbs-up signals from passing drivers, but the core of the XFR's driving experience is its adrenalin-pumping acceleration and cat-like agility. It's a driver's car first and a luxury sedan second. If you are looking for a sedate, insulated luxury sedan, there are plenty of nameplates out there offering a plush, tomb-quiet touring experience. The XFR just isn't one of them.

The motoring press is a fickle lot, but in the XFR's first few months praise has been heaped upon it in quantities that border on embarrassing. You would have an easier time finding a Mensa Society member at a tractor pull than a serious negative word on the XFR in a published review. It's that good.

The XFR's blistering quickness comes via a 5-liter supercharged V8. It generates 510 horsepower and 461 pound feet of torque. Delivering this robust output to the rear wheels is a ZF six-speed driver-shiftable automatic transmission. Whether set to automatic or manual mode, this transmission shifts up or down quickly maximizing rpms. It dashes away from green lights as though shot from a cannon; reaching 60 miles per hour from a standstill takes just over four seconds. The exhaust note has been specifically tuned for the XFR and its rich burble finds its way into the cabin from time to time.

Although the XFR's supercharged V8 is larger, putting out 90 more horsepower and 48 additional pound feet of torque than the 4.2-liter supercharged V8 available in last year's XF, it delivers nearly the same fuel economy. In fact the EPA rates the city/highway combined mileage of both engines at 17 mpg. The 5.0L loses a couple mpg to the 4.2L in highway mileage but still manages an estimated 15 mpg in the city and 21 mpg on the highway.

Comfortable but firm, the ride is more about handling than it is about pampering fannies. The XFR uses beefier anti-roll bars than the vanilla XF. It has an active suspension featuring Bilstein electronic varying shocks. Stiffer spring rates also do their part to keep the XF flat and neutral in the twisties. Z-rated performance rubber mounted on 20-inch wheels enhances the traction and stability.

Four-wheel disc brakes with 15-inch rotors monitored by an antilock system rein in the XFR's forward motion. Electronic stability control, traction control, emergency braking assist and electronic brakeforce distribution are all included.

Beyond the badging, there is little to differentiate the appearance of the XFR from the more subdued XF. That can be good or bad depending on whether you are trying to showoff for the folks loitering around the valet stand or maintain a low profile around those badge-toting uniforms writing out speeding awards. Exterior upgrades include a mesh grille, a trunk-lid spoiler, sculpted side skirts and quad exhaust tips. Inside the XFR gets its own sport seats with electrically adjustable side bolsters. Everything else is standard XF.

Other than paying a premium for requesting certain exterior paint and interior color schemes, there are no options available on the XFR. Everything is included.

Leather, wood and wool find their way into the XFR's cabin by the square yard. Pushing the red start button on the center console not only cranks the engine, but sets the dash-mounted air vent rotating open and raises the circular gear selector from its resting position in the center console. In addition to full power accessories, the XFR has adaptive cruise control, leather-wrapped tilt-telescoping steering wheel with redundant audio controls, keyless ignition, dual-zone automatic climate control, and a 14-speaker Bower & Wilkins audio system with 7.1 surround sound, auxiliary input jack, iPod integration and Sirius satellite radio capability.

Although rear-seat occupants may find legroom a bit lacking, the cabin is generally roomy. The trunk holds nearly 18 cubic feet of luggage. The door openings are sufficiently wide for easy ingress and egress.

Able to give the BMW M5 and Mercedes-Benz E63 AMG ulcers, the XFR is a world-class competitor in the mid-size luxury performance sedan arena. It will thoroughly surprise those who imagine Jaguar as a staid brand for the horses-and-hounds set. Think of it as taking the absolute most drop-dead gorgeous person in the class to prom and then discovering he or she can dance like a professional instructor.

By Russ Heaps
MyCarData

Jaguar XKR - High Class, High Speed Fun

Something about Jaguars makes it easy to forget that they're bona fide exotic cars. Maybe it's their air of subtle reserved elegance; maybe it's the well-publicized quality-control issues that plagued the brand throughout the 1980s. Maybe it's the fault of the unlamented "bargain Jaguar" X-Type. Whatever the reason, this brand's image has evolved from that of an unstoppable LeMans stormer to a silky cruiser.

Jaguars can still run, though, and the days when they challenged Porsches and Mercedes on the track aren't that far away. The XKR arrives for 2010 to emphasize this facet of the marque's history. Powered by a supercharged version of Jaguar's new 5.0 liter V8, this high-end sports coupe is a reminder that the folks from Coventry can put together a seriously fast and capable vehicle.

The rush of a supercharged Jaguar V8 is an automotive delicacy. It's not just that there's 510 horsepower and 461 pound-feet of torque on tap; it's the delivery that makes it almost magical, an endless rush of power that shoves you back in your seat without ever becoming violent. The new engine uses direct injection and variable cam timing, and though displacement and power have increased significantly, fuel economy's also better.

A twin-vortex supercharger boosts power by 23 percent compared to last year's XKR, and the dual exhaust provides the right soundtrack. Plant your foot, and the XKR launches with the inevitability of death and taxes. The six-speed automatic transmission is controlled by a unique dial-like interface, and delivers solid, confident shifts. Steering wheel paddles offer manual gear selection, and the massive power is kept under control with a standard limited-slip Active Differential Control. Not surprisingly, this car is adept at high-speed cruising, as well as boasting a sub-five second 0-60 time.

Jaguar's been into lightweight body structures for a while, and the XKR's stiff undercarriage is almost entirely aluminum. Jaguar has ditched the awfully-named Computer Active Technology Suspension (CATS) active suspension with Active Dynamics. Where CATS had only "soft" and "firm" settings, Active Dynamics offers a full range of automatic suspension settings. The XKR controls body roll and pitch actively, tightening the suspension when necessary and measuring grip at each wheel to adjust where necessary. Dynamic Stability Control is also standard. In seat-of-the-pants terms, that means this car seems to cling to the road better the harder it's pushed. It's responsive enough to be manageable in traffic without feeling cramped or ponderous.

Visually, the XKR is a subtle beast. Extravagant wings and spoilers just aren't Jaguar's style, after all. Since this car's starting point is the sleek and handsome envelope body of the XK coupe, it's already eyecatching enough. The front end has been slightly revised with an oval grille that's reminiscent of classic Jaguars. The new taillights and side marker lamps are lit with LEDs. The XKR is distinguished by a chromed lower grille and a redesigned lower rear valance panel. A choice of nineteen or twenty-inch wheels is offered.

Interior comfort is provided in Jaguar style, which means firm seats, a snug cabin and lavish appointments. The XKR is technically a four-seater, but the rear seats are more useful as a package shelf than for transporting living human beings. Consider this car a getaway vehicle for two. The seats take some getting used to, with ten-point adjustability; some drivers will love them while others will hate 'em. It's hard to dislike the dark oak with mesh aluminum trim and watch-style instrument panel, however, and this big Jag is comfortable enough to drive all night. Standard equipment includes a seven-inch touch screen controlling audio and climate control functions, as well as the available navigation system. High-end sound is provided by a 525-watt Bowers & Wilkins system. Be sure to pack the handsomely finished cargo area with enough luggage for two, because you may not want to come right home.

So the XKR is a serious performer. Of course, so are its competitors--the BMW M6, Mercedes SL500, Porsche 911 and even the Audi R8. In this crowd, five-second 0-60 times and Velcro-like handling are expected. What the XKR brings to the table is a subtle air of elegance. Yes, it's got stunning power, but it's delivered with a rush rather than a sledgehammer blast. The suspension is comfortable at low speeds and increases its sensitivity as needed. The handsome interior appointments and amenities are matched by Mercedes and BMW, but there's no substitute for the Jaguar's confidence and sense of self, if you will. Can a car have a sense of self? It most certainly can. Pricing for the XKR starts at $95,150, and the optional Nevis 20-inch wheels drove the bottom line of my tester over six figures, to $101,000. That's some serious money, but then the Jaguar XKR is a serious piece of automotive equipment.

By Chris Jackson
MyCarData