Nearly halfway into my one-year test, the Juke's odometer ticked passed 7500 miles. To a Juke owner like me, that meant heading to the dealer for a minor service and checkup. Nissan categorizes its recommended services under two banners based on driving severity: Maintenance Schedule 1, or checkups every 3750 miles (or three months, whichever comes first), is tailored towards those that drive their vehicles hard or in particularly dusty climates. Schedule 2, on the other hand, is for those that drive in less severe conditions and recommends dealer stops every 7500 miles (or six months). As I'm not one to push the Juke to its extremes all the time (okay, once in a while, I've been known to), I opted for the latter schedule. In doing so, Power Nissan performed a lube, oil, and filter change, and rotated the Goodyears to even out normal wear.I made the executive decision to upgrade to Mobil1 synthetic oil for improved viscosity and, well, because Melissa, our resident service advisor, remarked that "the Juke is a turbo, so it's better for it!" All joking aside, the 1.6-liter turbo will likely be happier with synthetic oil running through its veins. In discussing which oil to choose with associate online editor, Benson Kong, we both found it surprising that Nissan didn't fill the Juke with synthetic at the factory. Then again, Kong said, he'd wager the Juke's cooling efficiency is pretty good without it.Oftentimes when I spend so much time in one vehicle, I forget what makes it special. Luckily for me, appreciating what the Juke has to offer is just a key grab away. Case in point, during lunch following my visit to the dealer, I managed to sneak into one of our newest long-term sports cars (that shall remain nameless until an Arrival article is published shortly). Without revealing too much, the sleek two-door arrived with on-the-fly dampener adjustability. In its stiffest Sport mode, it felt just a smidge more responsive and harder than the Juke's unsophisticated suspension.Sadly, however, after all the handling fun waned and it was time for my 1.5-hour commute home, I pined for a GT-R-like "Comfort" suspension mode. Rolling on any surface that's less than billiard smooth means having to duck and dodge every pothole in sight. In Los Angeles, that's nearly impossible, but hey, in the span of just a few hours, I've relearned to admire my quirky little ride.
Showing posts with label Update. Show all posts
Showing posts with label Update. Show all posts
Monday, 14 November 2011
Long-Term Update 4: 2011 Nissan Juke SV
Nearly halfway into my one-year test, the Juke's odometer ticked passed 7500 miles. To a Juke owner like me, that meant heading to the dealer for a minor service and checkup. Nissan categorizes its recommended services under two banners based on driving severity: Maintenance Schedule 1, or checkups every 3750 miles (or three months, whichever comes first), is tailored towards those that drive their vehicles hard or in particularly dusty climates. Schedule 2, on the other hand, is for those that drive in less severe conditions and recommends dealer stops every 7500 miles (or six months). As I'm not one to push the Juke to its extremes all the time (okay, once in a while, I've been known to), I opted for the latter schedule. In doing so, Power Nissan performed a lube, oil, and filter change, and rotated the Goodyears to even out normal wear.I made the executive decision to upgrade to Mobil1 synthetic oil for improved viscosity and, well, because Melissa, our resident service advisor, remarked that "the Juke is a turbo, so it's better for it!" All joking aside, the 1.6-liter turbo will likely be happier with synthetic oil running through its veins. In discussing which oil to choose with associate online editor, Benson Kong, we both found it surprising that Nissan didn't fill the Juke with synthetic at the factory. Then again, Kong said, he'd wager the Juke's cooling efficiency is pretty good without it.Oftentimes when I spend so much time in one vehicle, I forget what makes it special. Luckily for me, appreciating what the Juke has to offer is just a key grab away. Case in point, during lunch following my visit to the dealer, I managed to sneak into one of our newest long-term sports cars (that shall remain nameless until an Arrival article is published shortly). Without revealing too much, the sleek two-door arrived with on-the-fly dampener adjustability. In its stiffest Sport mode, it felt just a smidge more responsive and harder than the Juke's unsophisticated suspension.Sadly, however, after all the handling fun waned and it was time for my 1.5-hour commute home, I pined for a GT-R-like "Comfort" suspension mode. Rolling on any surface that's less than billiard smooth means having to duck and dodge every pothole in sight. In Los Angeles, that's nearly impossible, but hey, in the span of just a few hours, I've relearned to admire my quirky little ride.
Sunday, 13 November 2011
Long Term Update 3: 2011 Honda Odyssey
I have recently (re)discovered that the Honda Odyssey is just about the perfect road trip vehicle. Over the long holiday weekend, I took the minivan on a camping trip up to Sequoia National Park. Having not made a campground reservation, we removed the second row seats in the Odyssey in case of a last minute need for sleeping in the van. Luckily, that wasn't necessary since we eventually found a campsite. Two reasons why this was lucky: first, the lock-down points for the seats protrude above the floor level, making kneeling or sitting in the center of the floor less than comfortable (let alone sleeping on it). And second, can you call it camping if you're not sleeping in a tent? Aside from the floor knobs, the Odyssey really feels cavernous with the second row removed. We could have fit a bear in there!During our stay in the giant forests of Sequoia, we were tempted to forgo a campfire, make ourselves comfy in the third row seats, and fire up the DVD rear entertainment system with its 16.2-inch wide screen. Instead, we enjoyed our view of the night sky, and the peace and quiet afforded by the surrounding wilderness. It's nice to know the luxuries are available but, more importantly, the Odyssey got us there and back in comfort, with plenty of room to spare.Friday, 11 November 2011
Long Term Update 8: 2011 Mazda2
I thought MT's new way of doing long term tests was a good idea. Maybe I was wrong. I can't believe I just read a whole article where you blamed your $15k car for your dumbass mistakes.
"OMG I drove 25 minutes in the wrong direction! Stupid car! Why don't you have SATNAV!?!"
"OMG I have to use the IPOD to control my music?? This is just getting out of hand with the sheer lunacy of it all!"
"I cannot EVEN believe I have to use my LEFT hand, which is on the steering wheel way more often than my right, to change the volume. Ridiculous!"
I mean seriously. #whitewhine
Lol...The steering wheel controls are placed correctly as buerger explained. You don't need cruise control if you're shifting gears! By the way, its funny how quickly people forget to bring/use a map after getting used to nav systems. Don't blame driver error on a feature the car does not offer. That's why Garmin, TomTom, Magellan, and many others offer portable navs that anyone can afford.If those are your only complaints, then I'd say the Mazda2 is near-perfection for its class.
Tuesday, 8 November 2011
Long Term Update 3: 2011 Porsche Cayenne S Hybrid
MSRP: $47,700 - $106,000MPG Range: 22 - 25 mpgBody Style: SUV Sorry, I could not read the content fromt this page.
Wednesday, 2 November 2011
Long Term Update 2: 2011 Volkswagen Jetta TDI
MSRP: $15,365 - $24,995MPG Range: 31 - 42 mpgBody Style: Sedan, Wagon Sorry, I could not read the content fromt this page.
Tuesday, 1 November 2011
Long Term Update 1: 2011 Mitsubishi Outlander Sport
MSRP: $19,495 - $22,995MPG Range: 29 - 31 mpgBody Style: SUV Sorry, I could not read the content fromt this page.
Saturday, 29 October 2011
Long Term Update 2: 2011 Porsche Cayenne S Hybrid
MSRP: $47,700 - $106,000MPG Range: 22 - 25 mpgBody Style: SUV Sorry, I could not read the content fromt this page.
GM Network Hacked To Make Fun Of Rivals At 2013 Spark Unveiling -- Update
2013 Chevrolet Spark minicar unveiled in Detroit, October 2011
Enlarge Photo
Newsletter Stay up to date on car reviews, buying guides, articles and more General Motors' web-wide blast of new cars and technology today has made quite an impression, but a prank--or at least what is being called a prank--at the company's Detroit headquarters today has left a different sort of mark--both on GM and on the prankster.
A Wi-Fi router providing Internet access to some parts of the building was apparently modified to insert the word "sucks" after any mention of Ford, Chrysler, Honda, or Toyota--on any webpage accessed through that connection. The prankster was a subcontractor that installed the router, and although GM has declined to identify the business or the installer, GM spokesman Selim Bingol told the Wall Street Journal, "These guys are learning the definition of sucks."
Bingol earlier called the incident, "not funny," and said the problem had been fixed.
The prank was timed to coincide with this morning's unveiling of the 2013 Chevrolet Spark.
Only the one network is said to have been affected, and given that it was a wireless router that was the source of the nefarious text, it's possible the prank was pulled by someone outside the company.
Long Term Update 2: 2011 Honda Odyssey
Los Angeles does not have the smoothest road surfaces in the world. Sure, some cars have a ride so soft and plush you barely notice the gaping seams between the concrete slabs, or the cavernous potholes. The Odyssey is not one of these vehicles. Don't get me wrong; driving this minivan is not a jarring, back-breaking experience. However, the Honda Odyssey transfers more road feel and noise than I would prefer. The suspension is stiff enough to keep this minivan from wallowing over bumps and dips, but instead I feel and hear the road, and I wish it could be quieter. I love using the Hands-free Bluetooth connection with my cell phone to make calls, but with all that interior noise, I feel like I end up yelling to get the other person on the line to hear me. Conversations with passengers tend to be at a higher decibel level, too.Friday, 28 October 2011
Long Term Update 3: 2011 Kia Optima SX
When Kia first started making cars it was known for three things: soft styling, soft suspension and small seats. We have already discussed how it has dramatically changed the styling of its all new Optima, but did they do anything about the seats and suspension? Short answer, yes, but let's look at what they have done. For far too long Kia seats, specifically the seat bottoms were far too small for our larger American frames. They always felt flat with nothing to support your thighs on the sides or from beneath. It was an extreme case of sitting on the seat, not in it. But, just like the styling, Kia has completely changed its seats.Now, with the good comes the bad, and there is some bad about the Optima's seats. Kia took one page from the Germans they should have skipped, the one that says all seats that give you support must be very firm (Audi, Porsche). Now, not all the German manufacturers make their seats firm, some have managed to craft supportive seats that are also comfortable (BMW). Kia could have taken the route of the latter, but unfortunately it didn't, hence we have larger, more supportive, but hard seats.Tuesday, 18 October 2011
Long Term Update 5: 2011 Infiniti QX56
MSRP: $58,700 - $61,800MPG Range: 20 - 20 mpgBody Style: SUV Sorry, I could not read the content fromt this page.
Long Term Update 4: 2011 Acura TSX Wagon
MSRP: $30,960 - $38,250MPG Range: 28 - 30 mpgBody Style: Sedan, Wagon Sorry, I could not read the content fromt this page.
Long Term Update 3: 2011 Nissan Juke SV
Taking a long-distance ride in the Juke necessitates a few modifications to my usual pre-drive preparations. Take, for example, packing. It isn't exactly "normal" in the Juke. On my recent trip to Las Vegas, stuffing the paltry 10.5 cu-ft of rear cargo space was as easy as throwing in my girlfriend's duffle bag and my backpack. Shortly thereafter, we laughed at how the trunk barely accommodated our stuff. For reference, our little green Mazda2 long termer has more space (13.3 cu-ft) than Nissan's smallest and funkiest CUV. Imagine that. Next, came music selection. Admittedly, picking music isn't all that abnormal -- everyone does it all the time. But in the Juke, the available options are surprising for such a relatively cheap segment player. The lower dash conveniently has both USB and auxiliary inputs that can accommodate a number of music devises. They're located near the cup holders for easy access. There is also Sirius XM radio. I preferred an iPhone/iPod arrangement, which my copilot-turned-DJ took over at first chance. Our Top 40 pop tunes pumped through a nice sounding Rockford Fosgate system, but it's no match against any Windex-clear Nissan/Infiniti Bose setup. Then again, it's more likely the aforementioned input jacks will catch more attention from the targeted twenty-something buyers than stellar audio quality.Halfway through our four-hour drive, I noticed only a handful of other Jukes on the road. In LA proper, they're as common as out-of-work actors. This is a rarified ride in the desert. At one gas station, a fellow gas-filler mentioned he had never really seen a Juke up close. "It's definitely different," he said as he examined the front fascia. Nearly everything about this car is just that - different. Save for the standard operating procedure of the pedals, steering wheel, and seatbelt, you'll be doing something different when a Juke is in your driveway. In that sense, Nissan undoubtedly nailed it.Long Term Update 3: 2011 BMW X3 xDrive28i
Despite near-flawless operation over the past few months, I've noticed odd low-speed behavior in our X3 xDrive28i. While accelerating gently from rest, like on a residential street littered with stop signs, the X3 pauses and then slowly starts moving forward. Then you feel the transmission kick down and, after a jerk, you finally accelerate at a normal pace. It never feels like there's a one-to-one relationship between the pressure you apply on the throttle and what the X3 does. Annoyances are twofold: One, you will spill coffee--whether in the cup holder, on the carpet, leather, or your shirt, something's getting stained. Two, the hesitation between when you ask for throttle and when you actually start moving can confuse other motorists. At stop signs, other drivers have mistaken it for me giving the go ahead, and so when they start driving into the intersection, the delay ends and the X3 zooms straight at them.I drove over early the next morning to pick up the X3. The official prognosis from the shop foreman contained no faults, deeming that the vehicle is "operating as designed," a nice little phrase that doesn't say, "Everything is working fine." The throttle delay/surge persists. We'll be following up in the coming months, doing testing of our own in hopes of finding out what's causing this wart on an otherwise splendid package.Monday, 25 July 2011
Long Term Update 4: 2011 Mazda2 Touring
The Green Goblin, the Jolly Green Rancher, Kermit, the Appletini, or the Mighty Green Machine / Photography by Motor Trend Staff
Hi, I'm Emiliana, the contented caretaker of MT's long-term Mazda2 Touring. Or, as my sister and I call it, the Green Goblin, the Jolly Green Rancher, Kermit, the Appletini, or the Mighty Green Machine. It's small and cute with a smiley-faced grille, and it's painted bright, pearly Spirited Green, which the women on staff love and the men definitely don't. The Mazda2 shares a platform with the Ford Fiesta, and when it rolled into the MT garage everyone was curious how it would compare to its Detroit sibling. Turns out it's about 5 inches shorter and 220 pounds lighter, and just a little bit faster. Those of us who drove both of them at Car of the Year thought the '2 had a slight handling edge over the Fiesta. It's a zippy little hatchback, easy to drive, easy to park, and, with a base price of $16,230 for the Touring, easy on your wallet.
The 1.5-liter, four-cylinder five-speed '2 is well-suited to my daily commute, which is about three miles of surface streets and eight miles on the 405. In the past month I've averaged 33.6 mpg combined, according to the dash calculator. That's a very good thing with gas prices climbing ever-upward. The clutch is light and relatively easy to engage, but more often than not I lurch forward awkwardly when heading into first gear. While I'm not a racetrack-caliber driver, I am a good shifter, so I'm blaming the stutter on the transmission. With only 100 horses, the Mazda2 isn't a speed demon, but it wasn't meant to be one. Road noise, engine noise and vibration increase exponentially when the speedo passes 80 mph. The nimble little car keeps up with L.A. freeway traffic no problem, but whenever I have to merge up a hilly on-ramp into 70-plus-mph rush hour traffic, I floor it and hope there aren't any semis approaching. And though I've never been given a reason to doubt its braking prowess, I'm careful to make sure I have more than enough room to halt suddenly if needed.
Inside, the Mazda2 definitely feels like a budget car. The Touring package's seats are plenty supportive if you weigh 110 pounds. They're black fabric with red piping, which I guess is supposed to look sporty, but it's a weird contrast with the green exterior. My biggest interior gripe is the lack of a USB port. This car's demographic is the iPod generation. While you can plug your MP3 player into the aux outlet, you can't control it with the stereo tuner buttons, and to recharge your iPhone/iPod while listening, you have to also plug it into the power outlet. Shifting gears and operating an iPod with the same hand while going 70 mph is risky behavior. There is a CD player, but who under the age of 30 even owns CDs? 
I'm perfectly happy with the headroom and legroom up front, but I'm only 5 feet tall. Adults of average size won't want to spend much time sitting in the back. Parents who are shopping for their teen's first car should take note: Nobody will get any action in the rear of a Mazda2, unless they're skinny, short, and an expert contortionist. Next month I'm moving, so it'll be interesting to see how much cargo I can cram into the back, and a drive to Disneyland is around the corner. For now, the '2 gets a bright green thumbs-up.
$73.52 (1-oil change, inspection, rotate tires)
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Hi, I'm Emiliana, the contented caretaker of MT's long-term Mazda2 Touring. Or, as my sister and I call it, the Green Goblin, the Jolly Green Rancher, Kermit, the Appletini, or the Mighty Green Machine. It's small and cute with a smiley-faced grille, and it's painted bright, pearly Spirited Green, which the women on staff love and the men definitely don't. The Mazda2 shares a platform with the Ford Fiesta, and when it rolled into the MT garage everyone was curious how it would compare to its Detroit sibling. Turns out it's about 5 inches shorter and 220 pounds lighter, and just a little bit faster. Those of us who drove both of them at Car of the Year thought the '2 had a slight handling edge over the Fiesta. It's a zippy little hatchback, easy to drive, easy to park, and, with a base price of $16,230 for the Touring, easy on your wallet. The 1.5-liter, four-cylinder five-speed '2 is well-suited to my daily commute, which is about three miles of surface streets and eight miles on the 405. In the past month I've averaged 33.6 mpg combined, according to the dash calculator. That's a very good thing with gas prices climbing ever-upward. The clutch is light and relatively easy to engage, but more often than not I lurch forward awkwardly when heading into first gear. While I'm not a racetrack-caliber driver, I am a good shifter, so I'm blaming the stutter on the transmission. With only 100 horses, the Mazda2 isn't a speed demon, but it wasn't meant to be one. Road noise, engine noise and vibration increase exponentially when the speedo passes 80 mph. The nimble little car keeps up with L.A. freeway traffic no problem, but whenever I have to merge up a hilly on-ramp into 70-plus-mph rush hour traffic, I floor it and hope there aren't any semis approaching. And though I've never been given a reason to doubt its braking prowess, I'm careful to make sure I have more than enough room to halt suddenly if needed. Inside, the Mazda2 definitely feels like a budget car. The Touring package's seats are plenty supportive if you weigh 110 pounds. They're black fabric with red piping, which I guess is supposed to look sporty, but it's a weird contrast with the green exterior. My biggest interior gripe is the lack of a USB port. This car's demographic is the iPod generation. While you can plug your MP3 player into the aux outlet, you can't control it with the stereo tuner buttons, and to recharge your iPhone/iPod while listening, you have to also plug it into the power outlet. Shifting gears and operating an iPod with the same hand while going 70 mph is risky behavior. There is a CD player, but who under the age of 30 even owns CDs? I'm perfectly happy with the headroom and legroom up front, but I'm only 5 feet tall. Adults of average size won't want to spend much time sitting in the back. Parents who are shopping for their teen's first car should take note: Nobody will get any action in the rear of a Mazda2, unless they're skinny, short, and an expert contortionist. Next month I'm moving, so it'll be interesting to see how much cargo I can cram into the back, and a drive to Disneyland is around the corner. For now, the '2 gets a bright green thumbs-up. $73.52 (1-oil change, inspection, rotate tires)
Get a free and easy new car price quote in minutes.
Tuesday, 19 July 2011
Long Term Update 6: 2010 Acura ZDX
From the July, 2011 issue of Motor Trend / Photography by Motor Trend Staff
Associate online editor Benson Kong isn't impressed with some aspects of the ZDX. "The space between the tach and speedometer is just as important as the two dials themselves, and I think it would've been better with a nicer, crisper display with a more intuitive interface. For many miles, I thought the ZDX didn't have an instantaneous fuel-economy meter. After pushing the steering wheel buttons in many different combinations, it turns out such a meter exists, but it's accessible only via a specific sequence." He adds, "Though I personally didn't find back seat ingress and egress particularly difficult, I can confirm that lithe, young women standing no more than 5 feet, 3 inches will grumble when attempting to board. I love the thoughtful indentations in the roof for the backseat craniums."
$304.94 (2-oil change, inspection, rotate tires, 1-replace rear differential fluid)
Motor Trend Rating:
Associate online editor Benson Kong isn't impressed with some aspects of the ZDX. "The space between the tach and speedometer is just as important as the two dials themselves, and I think it would've been better with a nicer, crisper display with a more intuitive interface. For many miles, I thought the ZDX didn't have an instantaneous fuel-economy meter. After pushing the steering wheel buttons in many different combinations, it turns out such a meter exists, but it's accessible only via a specific sequence." He adds, "Though I personally didn't find back seat ingress and egress particularly difficult, I can confirm that lithe, young women standing no more than 5 feet, 3 inches will grumble when attempting to board. I love the thoughtful indentations in the roof for the backseat craniums."$304.94 (2-oil change, inspection, rotate tires, 1-replace rear differential fluid)
Motor Trend Rating:
Wednesday, 13 July 2011
Long Term Update 4: 2010 BMW 535i GT
"Rolling GT-style in this 4579-pound, rear-drive Frankenwagoncrossover."From the August, 2011 issue of Motor Trend / Photography by Motor Trend Staff
Hi, I’m Mike, and I’ll be your 2010 BMW 5 Series Gran Turismo tour guide during its last few months of its stay in the Motor Trend garage. We’re going about things a little differently these days with our long term fleet. MT editors are now assigned a car to chaperone, coddle and otherwise cruise about town and points beyond during its stay with us. The mission is to bring you more in-depth analysis, real-world feedback, bitches, delights and downers about cars like the 5 GT. I’ve been rolling GT-style in this 4579-pound, rear-drive Frankenwagoncrossover for a few weeks now, and I’ll start my opening entry with some observations from the helm. First off, there’s a squeaky wheel that needs some grease – literally. Boss man MacKenzie called this out a while back and I’ve experienced it several times now myself. At low speeds especially, the wheel starts whining when you turn it from side-to-side. I’ve got that on the list for the BMW techs to take a look at (break out the WD40) when I bring the 5 GT in for service in about 1000 miles.
I’m a morning coffee guy, and capable cupholders are of paramount importance when busting up and over the Sepulveda Pass hurtling toward the L.A. basin at 6 a.m. in wall-to-wall traffic. For some perspective, I enlisted the services of my wife, who fancies herself a world renowned cupholder expert. She is on record as despising BMW cupholders (the ones that come out of the dash), but shockingly, she had complementary things to say about the holding ability of the 5 GT’s units, which are located directly in front of the climate control system. They have a small clip that can adjust to allow for bigger gulps when necessary. My only complaint is that when the cups are in place they get in the way of said climate control system. The 5 GT’s seats are a tad on the firm side for my taste, but offer all manner of adjustment, including solid lateral and lumbar support. I especially like the headrest, which is cushy and you can even wrap it around your noggin if you want. The cabin is replete with other touches you’d expect in a car that rings the register at $70,975, including a great-looking, dark wood trim called Fineline Matte in BMW speak, full power tilt steering column, a solid audio system with Sirius and HD radio, navigation and a backup camera, and a panoramic glass roof -- arguably my favorite feature that dramatically opens up the cabin and lets the L.A. sun shine in. And of course, it has iDrive -- I’ll save that for another update.
Up front in the center stack area, there’s a small storage bin that makes decent use of dead space but isn’t useful for much beyond change. The center storage area has enough volume to hold my two phones, garage door opener, wallet, breath mints, sunglasses, and some pocket lint. That’s all for now, stay tuned for next month’s update, when I’ll guide you through my impending dealer rendezvous and what I learned from a road trip I’m planning. You can also follow me on Twitter at MT_Floyd, where I’ll be adding more day-to-day observations about the car.
Motor Trend Rating:
Hi, I’m Mike, and I’ll be your 2010 BMW 5 Series Gran Turismo tour guide during its last few months of its stay in the Motor Trend garage. We’re going about things a little differently these days with our long term fleet. MT editors are now assigned a car to chaperone, coddle and otherwise cruise about town and points beyond during its stay with us. The mission is to bring you more in-depth analysis, real-world feedback, bitches, delights and downers about cars like the 5 GT. I’ve been rolling GT-style in this 4579-pound, rear-drive Frankenwagoncrossover for a few weeks now, and I’ll start my opening entry with some observations from the helm. First off, there’s a squeaky wheel that needs some grease – literally. Boss man MacKenzie called this out a while back and I’ve experienced it several times now myself. At low speeds especially, the wheel starts whining when you turn it from side-to-side. I’ve got that on the list for the BMW techs to take a look at (break out the WD40) when I bring the 5 GT in for service in about 1000 miles. I’m a morning coffee guy, and capable cupholders are of paramount importance when busting up and over the Sepulveda Pass hurtling toward the L.A. basin at 6 a.m. in wall-to-wall traffic. For some perspective, I enlisted the services of my wife, who fancies herself a world renowned cupholder expert. She is on record as despising BMW cupholders (the ones that come out of the dash), but shockingly, she had complementary things to say about the holding ability of the 5 GT’s units, which are located directly in front of the climate control system. They have a small clip that can adjust to allow for bigger gulps when necessary. My only complaint is that when the cups are in place they get in the way of said climate control system. The 5 GT’s seats are a tad on the firm side for my taste, but offer all manner of adjustment, including solid lateral and lumbar support. I especially like the headrest, which is cushy and you can even wrap it around your noggin if you want. The cabin is replete with other touches you’d expect in a car that rings the register at $70,975, including a great-looking, dark wood trim called Fineline Matte in BMW speak, full power tilt steering column, a solid audio system with Sirius and HD radio, navigation and a backup camera, and a panoramic glass roof -- arguably my favorite feature that dramatically opens up the cabin and lets the L.A. sun shine in. And of course, it has iDrive -- I’ll save that for another update.Up front in the center stack area, there’s a small storage bin that makes decent use of dead space but isn’t useful for much beyond change. The center storage area has enough volume to hold my two phones, garage door opener, wallet, breath mints, sunglasses, and some pocket lint. That’s all for now, stay tuned for next month’s update, when I’ll guide you through my impending dealer rendezvous and what I learned from a road trip I’m planning. You can also follow me on Twitter at MT_Floyd, where I’ll be adding more day-to-day observations about the car.
Motor Trend Rating:
Saturday, 9 July 2011
Long Term Update 3: 2011 Infiniti QX56
The 800-Pound Gorilla of the FleetFrom the August, 2011 issue of Motor Trend / Photography by Motor Trend StaffThere’s an 800-lb gorilla in our long-term garage and its name is QX56. Although most of us are getting used to the size of the hulking Infiniti, its sheer mass remains a little intimidating for some of our staffers. That said, most of us have a change of heart after climbing behind the wheel. For all its bulk and heft, the QX56 is remarkably easy to drive, maneuvering on congested Southern California roads and freeways with a lightness that is totally unexpected.
“Although I wouldn’t call the QX56 nimble, it continues to captivate me with the amount of grace it displays in tight quarters,” associate online editor Benson Kong noted after one of several recent drives. “I recently found myself in a parking structure that should really be restricted to small cars only. Thanks to the easy steering and considerable visibility, our long-termer was able to glide down several stories while dodging opposite traffic.” Still, there’s no getting around the heft of the QX. Couple its near-6000-lb curb weight and the aerodynamics of a school bus with a 400-horsepower 5.6-liter V-8 engine, and it doesn’t take an EPA certification expert to see that fuel economy isn’t going to be a strong suit. And of course, this high-brow whale of an SUV only chugs the good stuff.
“With a 26-gallon fuel tank, which requires premium fuel, one can easily drive away from the pump having spent $100,” complained staff photographer Julia LaPalme. “On my drive back from San Diego, with the cruise set to 73 mph, the instant fuel economy readout on the QX56 indicated 17.1 mpg, which means more frequent expensive fuel stops. Keep that AmEx Black Card at the ready.”
Of course, given that our tester has a $72,000+ sticker price, one could argue that few qualified buyers will be sweating the fuel costs. Besides, our copy chief, Emiliana Sandoval, reckons one could almost live in the QX, should Judgement Day arrive.
“When the Big One hits L.A., this is the car I want to be in. With the seats folded down there’s room to comfortably sleep in the back of it and two DVD screens for entertainment, plus nine cupholders and four bottle holders,” Sandoval asserts. “You can even buy a special tent that attaches to the back for silver-spoon camping. The only thing it doesn’t have is a refrigerator.”
But what about the aesthetics? In the past, we’ve been quick to deride the QX as having, erm, questionable styling features what with its bulbous snout and tacked-on chrome fender vents that appear to be pulled off a street racer’s Civic. Well, we’re even starting to warm up to the Infiniti’s styling too.
“It has happened,” said senior editor Jonny Lieberman, ominously. “After looking at the new QX56 long enough, my eyes are telling my brain that she’s a good-looking beast. I can’t explain it, other than familiarity breeds… the opposite of contempt. Stockholm Syndrome – let’s go with that. Still not totally sold on the portholes, but man, I’m liking the big Infiniti’s looks more and more with each passing week.”
$445.96 (2-oil change, inspection, rotate tires, 1-replace cabin air filter)
Motor Trend Rating:
“Although I wouldn’t call the QX56 nimble, it continues to captivate me with the amount of grace it displays in tight quarters,” associate online editor Benson Kong noted after one of several recent drives. “I recently found myself in a parking structure that should really be restricted to small cars only. Thanks to the easy steering and considerable visibility, our long-termer was able to glide down several stories while dodging opposite traffic.” Still, there’s no getting around the heft of the QX. Couple its near-6000-lb curb weight and the aerodynamics of a school bus with a 400-horsepower 5.6-liter V-8 engine, and it doesn’t take an EPA certification expert to see that fuel economy isn’t going to be a strong suit. And of course, this high-brow whale of an SUV only chugs the good stuff.“With a 26-gallon fuel tank, which requires premium fuel, one can easily drive away from the pump having spent $100,” complained staff photographer Julia LaPalme. “On my drive back from San Diego, with the cruise set to 73 mph, the instant fuel economy readout on the QX56 indicated 17.1 mpg, which means more frequent expensive fuel stops. Keep that AmEx Black Card at the ready.”
Of course, given that our tester has a $72,000+ sticker price, one could argue that few qualified buyers will be sweating the fuel costs. Besides, our copy chief, Emiliana Sandoval, reckons one could almost live in the QX, should Judgement Day arrive.
“When the Big One hits L.A., this is the car I want to be in. With the seats folded down there’s room to comfortably sleep in the back of it and two DVD screens for entertainment, plus nine cupholders and four bottle holders,” Sandoval asserts. “You can even buy a special tent that attaches to the back for silver-spoon camping. The only thing it doesn’t have is a refrigerator.”
But what about the aesthetics? In the past, we’ve been quick to deride the QX as having, erm, questionable styling features what with its bulbous snout and tacked-on chrome fender vents that appear to be pulled off a street racer’s Civic. Well, we’re even starting to warm up to the Infiniti’s styling too.
“It has happened,” said senior editor Jonny Lieberman, ominously. “After looking at the new QX56 long enough, my eyes are telling my brain that she’s a good-looking beast. I can’t explain it, other than familiarity breeds… the opposite of contempt. Stockholm Syndrome – let’s go with that. Still not totally sold on the portholes, but man, I’m liking the big Infiniti’s looks more and more with each passing week.”
$445.96 (2-oil change, inspection, rotate tires, 1-replace cabin air filter)
Motor Trend Rating:
Sunday, 3 July 2011
GM to invest $331M, add 110 jobs to build next-gen SUVs in Texas [Update]
General Motors’ large SUV plant in Arlington, Texas, is about to get a major overhaul to the tune of $331 million in order to prepare for the next-generation versions of the Chevrolet Suburban and Tahoe, GMC Yukon and Cadillac Escalade.
The plant will be getting the necessary changes in order to produce the new models, which are expected to arrive sometime in 2013 to 2014, as well as adding additional production capability. GM has seen solid full-size SUV sales in other markets, namely China, Russia and the Middle East, even as decline has diminished in North America compared to its heyday about a decade ago.
As a result of the changes to the facility, GM will also be adding 110 new hires as part of its overall plan to add approximately 4,000 new jobs in the U.S. over the next few years.
It is expected that GM secured a $1.6 million tax break with Tarrant County this week. The abatement represents a 70 percent cut in tax revenue in exchange for expansion of the plant. While GM will surely welcome to savings, it was far from the $3.4 million the automaker originally sought.
What we know about the next-generation SUVs
GM had not publicly and officially confirmed development of a replacement for its current GMT900 platform-based SUVs until today, when Larry Zahner, the automaker’s Manufacturing Manager, announced the investment.
Zahner called Arlington the “home of GM’s full-size SUVs today and tomorrow,” a comment which elicited an uproar of applause from the plant’s workers, who were gathered to hear the good news.
What Zahner wouldn’t comment on was specifics about the vehicles’ replacements. By most accounts, the GMT900s have been a resounding success for GM – especially given that consumers have generally trended away from large SUVs and smaller crossovers. Still, automakers acknowledge that big SUVs account for a decent share of the market, with sales expected to hit around 250,000 units for the non-luxury market alone.
And that’s a market that GM positively dominates. Its GMC and Chevrolet models are up 7 percent this year to 49,490 units through the first four months of 2011. That’s more than twice what Ford, Nissan and Toyota have sold – combined. Dodge is making big headway with its redesigned Durango, although it is smaller and utilizes unibody construction compared to the simpler – but more durable – body-on-frame design of the GMT900s, the Ford Expedition, the Nissan Armada and the Toyota Sequoia.
At this point, all we can do is speculate about the big GM ‘utes’ future. Look for them continue sharing a platform with GM’s next-generation full-size pickups, although a changeover to a fully independent rear suspension seems like a necessary move for both packaging – think fold-away third rows – and weight reduction for fuel savings.
GM’s next-generation V8s will offer more power and notably better fuel economy – although the trucks are currently the highest rated in the segment at 15/21 with the 5.3-liter V8.
Look for more news about the next-generation GM SUVs to sneak out of the automaker’s headquarters soon.
Long Term Update 5: 2010 Honda Accord Crosstour
A great vehicle, practically speakingFrom the August, 2011 issue of Motor Trend / Photography by Motor Trend Staff
Whatever your opinion on the Accord Crosstour's styling, you have to agree it's practical. As copy editor Zach Gale explains, "Not everyone who needs all-wheel drive wants a CR-V. When you're looking for a Honda with cargo space and AWD, the Crosstour serves its niche nicely. I found the Crosstour to be a comfortable highway cruiser." But there are some tradeoffs, as he continues: "The steering could use more feel, but that could be easily changed in an upcoming refresh. Unfortunately, the Crosstour's gigantic blind spots cannot, and, for me, that's a deal-breaker." He was impressed with the Honda's rear-seat legroom, which is notable, considering his 6-foot, 4-inch frame, but was disappointed with the sloping roofline's effect on rear-seat headroom (for the same reason). 
Testing director Kim Reynolds is fond of the Crosstour. "It's well made; I like the materials; it's quiet for a Honda (for an Accord) and nicer-riding; and the extra room in back -- as well as its folding-seat flexibility -- is most welcome." 
It seems that in the world of the strange-looking problem-solvers on the road today, the Crosstour tends to appeal to older drivers. Gale notes, "I parked the Crosstour near a Toyota Venza after a road trip to San Francisco and thought of [art director] Mike Royer's comment on the Honda feeling more mature. The Toyota is clearly trying to impress a younger audience, with our short-term test model's dark orange paint and 20-inch wheels (19s are the smallest size available)." It's not flashy and it's not a race car, but it does the job. It's just unfortunate that there are so many compromises.
$288.83 (2-oil change, inspection, rotate tires, 1-replace rear differential fluid) $225.92 (replace front brake pads, resurface front brake rotors) Motor Trend Rating: 
Whatever your opinion on the Accord Crosstour's styling, you have to agree it's practical. As copy editor Zach Gale explains, "Not everyone who needs all-wheel drive wants a CR-V. When you're looking for a Honda with cargo space and AWD, the Crosstour serves its niche nicely. I found the Crosstour to be a comfortable highway cruiser." But there are some tradeoffs, as he continues: "The steering could use more feel, but that could be easily changed in an upcoming refresh. Unfortunately, the Crosstour's gigantic blind spots cannot, and, for me, that's a deal-breaker." He was impressed with the Honda's rear-seat legroom, which is notable, considering his 6-foot, 4-inch frame, but was disappointed with the sloping roofline's effect on rear-seat headroom (for the same reason). Testing director Kim Reynolds is fond of the Crosstour. "It's well made; I like the materials; it's quiet for a Honda (for an Accord) and nicer-riding; and the extra room in back -- as well as its folding-seat flexibility -- is most welcome." It seems that in the world of the strange-looking problem-solvers on the road today, the Crosstour tends to appeal to older drivers. Gale notes, "I parked the Crosstour near a Toyota Venza after a road trip to San Francisco and thought of [art director] Mike Royer's comment on the Honda feeling more mature. The Toyota is clearly trying to impress a younger audience, with our short-term test model's dark orange paint and 20-inch wheels (19s are the smallest size available)." It's not flashy and it's not a race car, but it does the job. It's just unfortunate that there are so many compromises. $288.83 (2-oil change, inspection, rotate tires, 1-replace rear differential fluid) $225.92 (replace front brake pads, resurface front brake rotors) Motor Trend Rating:
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