Volkswagen Routan

By Chris Jackson MyCarData

So, before you ask: no, Volkswagen’s new minivan isn’t a Microbus. It doesn’t look like a Microbus, and it doesn’t have the same attitude. And I don’t know why that’s the case. Yes, I know it would have been awesome if they re-created the Microbus.

Now that we’ve gotten that out of the way, let me introduce you to the Volkswagen Routan. It’s not the sort of van that Volkswagen is known for, but it’s got plenty going for it nonetheless. Rather than designing its own van from the ground up, Volkswagen teamed up with the avowed minivan experts of the industry at Chrysler. Since it’s arguable whether Chrysler or Volkswagen invented the minivan , with the early-Eighties Dodge Caravan or late-Fifties Microbus, respectively, it seems only fitting that these two companies would join forces. The Routan is based directly on the Chrysler Town & Country.

At a glance, this isn’t obvious. Volkswagen has done a good job of giving the Routan a complete exterior makeover. This seven-passenger van shares the VW lineup’s smooth, uncluttered lines and a handsome grille whose contour lines dip into the front bumper. The headlights are a combination of round and angled elements, like those of the Passat, and high-intensity discharge front lamps are available. At the rear, gently curving taillights flank a large rear hatch, the better for swallowing cargo.

The Passat seems to have donated its instrument panel as well; Volkswagen drivers will find a familiar layout and materials when sitting in the front seats. Moving back in the Routan, however, the illusion begins to unravel. The materials are nicer, but the layout is nonetheless identical to that of the Chrysler Town & Country on which it’s based. That’s not a wholly bad thing, of course, as the Routan is available with dual power sliding doors, a 115-volt outlet for household electronics and a remote start, like the Chrysler. The sound system’s head unit and the available touch-screen navigation system are lifted from Chrysler’s parts bin, and though they don’t quite fit ergonomically with the Volkswagen bits, they’re easy enough to use. An ultrasonic rear parking assist is available, as are a JoyBox Multi-Media entertainment system with a 30GB hard drive and a rear-seat DVD entertainment system with dual nine-inch video screens for second- and third-row passengers. Chrysler’s cool uconnect mobile wi-fi is also available on the Routan. The power-operated third-row seat folds into the floor or flips over for tailgating parties. From the interior, the Routan feels more like a Chrysler than a Volkswagen, which may disappoint some VW fans.

The driving experience is also pure Chrysler, and that’s almost guaranteed to be a letdown for dedicated Volkswagen people. Two V6 powerplants are offered; a 3.6 liter OHV V6 that produces 197 horsepower, and a 253-horse 4.0 liter SOHC V6. The 4.0 is the more sophisticated of the two, and it’s got enough power to adequately propel the 4500-pound Routan. Six-speed transmissions are standard with both engines, so fuel economy is decent, topping out at 25mpg on the freeway.

You’ll have to lose those expectations of a GTI-like driving experience. The Routan’s suspension consists of MacPherson struts up front and a twist beam at the rear. Volkswagen’s Electronic Stability Program (ESP) is standard, as it is on all VW products, and anti-lock brakes are also standard. The Routan is a competent driver, but the underpinnings lack the Germanic touch of the rest of the VW lineup.
Routan pricing is in line with the rest of the Volkswagen lineup–that is to say, it starts out reasonably enough, and can be equipped up to top-line luxury levels. The base Routan S starts at $24,700, and walks all the way up to $33,200 for the top of the line SEL. Our tester was an SEL, and it was kitted out with a navigation system, sunroof, power-folding third row seat, remote start and the rear air suspension, making it a top-flight minivan. It was priced accordingly as well, with a full sticker of $41,790. Is that too much for a glorified Chrysler Town & Country? That depends on how important the VW badge on the grille is to you.

Review: Dodge Caliber R/T

By Chris Jackson – MyCarData

Let’s get one unpleasant fact out of the way right at the start; the Dodge Caliber is not the darling of many automotive enthusiasts. The Caliber came along in 2007 to replace the Dodge Neon, and though it’s a slightly larger, much more useful and arguably a better vehicle, it hasn’t exactly lit the automotive world on fire.

The Caliber’s five-door hatchback body style is a versatile setup that puts it head-to-head with enthusiast darlings like the Mazda3 and Volkswagen Golf, and tepid performance from the base engine doesn’t match up. Dodge wasted no time in getting aggressive R/T and SRT4 models onto the streets, but for some reason the Caliber still hasn’t caught on in a big way. So what’s the matter with the Caliber, then?

Well, it certainly lacks manners. The Caliber and I didn’t get off to a good start; the first time I slid into the driver’s seat, the lower edge of the dash caught my knee a painful blow that left me limping for an hour afterward. Things didn’t get much better from there; the ungrateful little orange beast whacked my knee four more times during its time with me. Once inside, the Caliber sports a high seating position for a good view of the road; just be careful getting in.

This car is decently put together, but the interior materials are low-rent. As if trying to make a cynical statement about its position in the market, cheap gray plastic adorns the interior in large, flat swathes that emulate the style of larger Dodge vehicles but have the feel of a bad designer knockoff. That said, the Caliber has a number of good points. The seats are comfortable enough and there’s rear-seat room for three across. In the center console, a folding holder carries cell phone or MP3 players out of sight. The trunk can swallow up to 48 cubic feet of cargo with the rear seats folded, and there’s a removable light back there for emergencies as well. The glovebox “Chill Zone,” a micro-cooler that holds up to four bottles of water or soda cans, is pure genius. A 115-volt plug that will power laptops and other small electrical devices, the UConnect tunes system with at 30-gigabyte hard drive for storing music, and fold-down speakers in the tailgate are cool add-ons that are standard in the Caliber R/T. The R/T gets cool color-matched seats (orange in our car’s case) and it looks good.

Don’t let the R/T in the name fool you though; the Caliber’s acceleration is leisurely at best. Three engine choices are offered in the Caliber lineup: a 148-horsepower 1.8 liter four-cylinder, a 158-horse 2.0 liter, and the 172-horsepower 2.4 liter that’s offered in the Caliber R/T. The standard continuously variable transmission (CVT) didn’t help, often letting the Caliber down when it was time for acceleration. In the R/T, the CVT has an “Auto Stick” feature that allows manual selection of up to six gear ratios. It’s an effective way to simulate a conventional transmission, but performance is still somewhat lackadaisical. The benefits include improved fuel economy, but merging and passing are not this car’s strong points, and if you’re hoping for performance the SRT4 is probably your only option. Driven like an economy car, the Caliber’s performance feels mid-pack.

With a fully independent suspension consisting of MacPherson struts up front and a multi-link rear, the Caliber has average handling. The available Electronic Stability Program provides a measure of bad-weather safety with traction control; anti-lock brakes are standard on the R/T and optional on other models. A high beltline and slab sides make it feel larger than it is. Steering feel is acceptable.

If nothing else, the Caliber looks good. Dodge’s burly styling gives the Caliber good curb presence, and the unique five-door silhouette is handsome. The standard oversized crosshair grille leads into a slab-sided, muscular body. The greenhouse drops toward the rear of the car, giving the Caliber a coupe-like silhouette. Eighteen-inch wheels are standard on the R/T.

It’s a clever and capable enough companion, but the Caliber remains somewhat rough around the edges. If you’re in love with the armored-truck looks and unique interior features, the Caliber won’t let you down, but for the money, we prefer the Suzuki SX4 or Kia Rondo. Caliber pricing starts at $17,090, with the better-equipped R/T stickering for $20,925.

Subaru Forester – Subaru Makes a Good Forester Even Better

Subaru is one of the auto manufacturers in the country that is blessed with a loyal following. They fill a particular niche in the market and consistently do it very well. As time passes, market forces demand updating and changes to models within the vehicle lineup to remain competitive. This time, it’s the Forester’s turn for modernization.

Subaru considers the Honda CR-V, Toyota RAV4 and Nissan Rogue as competitors. Though these position themselves as scaled down trucky types of vehicles, the Forester is often viewed as a ruggedized wagon. In reality, other than the shape of the sheet metal, they are very similar. In fact, Subaru went to great lengths to convince us that the Forester is significantly more rugged than the others.

The new Forester looks very similar to past models. It is a totally new vehicle that has been improved in many important areas. The body which was strong is now even stronger. The vehicle is slightly larger but, with clever packaging, rear seat leg room has been increased by over 4 inches, which is huge in the car world. The cargo area also benefits from a large unobstructed shape that leans to the functional side of the road rather than the stylish side. 2nd row seats fold flat and even the front seat back will fold flat, delivering a very large and very configurable interior space. The 2nd row seats also recline now for improved comfort.

The new forester has a quieter interior and the trim has been upgraded. The gauges have been modernized and a tilt/telescope steering column is now included in the upscale XT model. On the steering wheel, you’ll find both audio and cruise control buttons. New this year is a navigation system with a very wide 7.1 inch screen as well as satellite radio.

There are 3 trim levels, the base X, the X L.L.Bean Edition and the XT with turbo. Foresters continue with their powerful and reliable flat 4-cylinder engines. The naturally aspirated 2.5 liter version produces 170 horsepower and the turbo version of the 2.5 delivers 224 horsepower. Though a 5-speed manual is available, for my money the automatics are the way to go. Subaru engineers have really built excellent road manners and handling into the Forester and the turbo models have terrific acceleration.

All Forester models come with Subaru’s renowned AWD all-wheel drive system. It is an always-on technology which makes the Forester a favorite among those who live in places with winter weather or in the mountains. The Forester is also amazingly rugged. Our press introduction took us over mountainous terrain on the rugged side of Catalina Island that no sane Forester owner would ever take their vehicle on. We gutted our way up steep, rough, rock strewn paths that couldn’t be really described as a “road” and the Forester just got it done. Very impressive!

Regardless of where you live, the Forester is just a great all-around vehicle. It drives and handles like a car, is very tough, lasts a long time, is reliable, is versatile, performs well and starts at just a bit under $20,000. As good as the past model was, the new one is better, adds stability control and side curtain air bags standard and is $1,200 less than the old one…go buy one.

Volkswagen CC – One Cool Car

By Jim Meachen and Ted Biederman
MyCarData

It has four contoured bucket seats. Much like a recent special-edition Nissan Maxima, it has a center console in the rear giving riders a more individualized experience. And perhaps we like it because it looks a lot like the gorgeous Mercedes-Benz CLS, but at a fraction of the cost.

Purchased in the right configuration, the CC is also economical to drive and reasonably priced coming off the showroom floor.

This being said, the CC is not for everyone. In fact the CC, which is built on the mid-sized Passat platform and contains most of the Passat bits and pieces including engine choices, is probably for a very few.

For instance, families with more than two children need not apply. And if you need to haul more than four people at a time, look elsewhere. But for us empty nesters who only need four very comfortable seating compartments at any one time and enough trunk room for two golf bags or a half dozen assorted carry-on bags and suitcases, the CC is a very effective statement. And it looks great in the driveway.

The roofline flows in an eye-pleasing curve in a coupe-like manner. A dramatic side character line rises from front to back accentuating the car’s glossy appearance. The headlights neatly wrap around the sleek- looking front end.

This may be the best looking Volkswagen in the company’s history.

Like a beautiful woman, it’s easy to forgive some faults. Faults, in this case is part of the design just as it is in the CLS. You will have to duck your head to clear the radically sloping windshield in the front and alter your entrance into the rear seats because of the dramatically curving rear glass.

When we first encountered the CLS at its introduction we were frustrated with the entry and egress, although we’re not 6-footers we are blessed with long torsos. That made getting in and out a challenge. Fortunately the VW CC, even though it mimics the shape of the CLS, was much friendlier and allowed for a much better experience. We caution again that you will need to watch your noggin but you won’t have to bend like a contortionist.

Also be advised in tight parking situations that the doors, which open wide for easier entry and exit are very large and somewhat weighty so don’t hit the car next to you.

Once behind the wheel, the CC does not disappoint. In fact, we were rather awed at the thought of such an attractive car rewarding its driver and passengers with attractive and inviting living quarters. The leather-clad bucket seats in all four corners of our test car proved as comfortable as our favorite living room chair and the high- grade materials and impeccable fit and finish made for a relaxing environment.

We like the two-tone look leather chairs in some editions, but we had no quarrel with all black as found in our test sedan. We also had no problem with the polished aluminum look trim pieces as opposed to what some might consider more luxurious wood. Are we gushing with too much praise for this beauty?

Perhaps, but it’s easy to become a cheerleader after spending a week behind the wheel.
Because the CC is based on the Passat sedan, it comes with the same decent legroom front and back as the Passat. The sloping roof, which is two inches lower than the Passat, makes headroom a bit tighter in back, but we found for passengers about six-foot and under headroom wasn’t much of an issue. It was, in fact, surprisingly generous.
The rounded configuration of the roof forces another compromise of sorts. The large glass sunroof does not open, but simply rises up in back for air flow. That’s no problem with us. We very seldom open a sunroof eschewing wind noise and unwanted hair disruption (as if we had hair!).

The front-driven CC comes with two engine configurations starting at $27,480 including destination charge. If your tastes run more toward a spirited V-6 and all-wheel drive, the CC obliges starting at $38,990.

The affordable base price will bring you the very lively and rewarding Volkswagen 2.0-liter turbocharged four-cylinder engine generating 200 horsepower and 207 pound-foot of torque. The engine is used extensively by VW, and it is indeed one of the sweetest four-bangers on the market.

Volkswagen has made a six-speed manual transmission available with the engine, which will appeal to only a small percentage of buyers. But we applaud Volkswagen for offering this choice in such a standout sedan.

In automatic mode, the 2.0-liter is rated at a frugal 19 mpg city and 29 on the highway and can complete a 0-to-60 run in just a couple ticks over seven seconds. In this configuration the CC accomplished all of its tasks with ease including back country roads and changes of elevation as much as 2000 feet and more. It absolutely felt more powerful and quicker than its powertrain might indicate.

Moving up, the CC VR6 comes with 3.6-liter engine producing 280 horsepower and 265-foot-pounds of torque. It offers exhilarating performance with 0-to-60 times of around six seconds and quarter mile times as measured by one auto publication of 14.5 seconds at 98.2 mph. And as with the 2.0-liter the VR6 didn’t miss a beat. It was tight, fast and had excellent handling.

The downsides to the V-6 are obvious; purchase price and gas mileage (18/27) compared to the four-cylinder.

If you want all-wheel drive, a desirable configuration in cold-weather climates, the CC VR6 4Motion starts at $39,990. Gas mileage suffers slightly at 17/25.

Our pick of the litter would be the CC Luxury with the four-cylinder engine starting at $32,680 including destination charge. In addition to considerable standard equipment on all models, the luxury package adds front and rear park assist, automatic headlights, dual-zone climate control, leather seating, the large tilt-only sunroof, automatic wipers, and satellite radio.

Standard features include alloy wheels, heated front seats, automatic up/down windows on all doors and an eight-speaker stereo with six-CD changer. Standard safety includes a full compliment of airbags, antilock brakes and traction and stability control.

Our top-line test car CC VR6 4Motion came with a $2,640 technology package that included navigation and rear-view camera. We found the navigation easy to use and we were delighted with the satellite radio read-out on the navigation screen. Bottom line on our test car was $42,630.

As noted above, we could live very happily with the 4-cylinder Luxury edition. We would be tempted to add navigation bringing the bottom line to $35,320. In fact, if our budget dictated a lower purchase price, we would have little trouble sacrificing the navigation system, content just adding the stand-alone premium 600-watt audio system for a thousand bucks.

We like the fact Volkswagen makes a very acceptable and equally attractive CC for less than 30 grand, but offers the best of everything to the person who doesn’t mind forking over 40 big ones.

No matter how you go, the CC is a very alluring package.