First Look: 2009 Subaru Legacy, by Zach Gale, www.motortrend.com

The Subaru Legacy -- still the only midsize sedan with standard AWD -- drives into 2009 with revised trim levels and a number of subtle changes. Since the current-generation Legacy made its debut for 2005, Subaru has gently tweaked the car, adding the 2.5 GT spec.B and an available navigation system for 2006, SI-Drive controls for 2007, and the 3.0R Limited model for 2008.

All 2009 Legacys benefit from slightly different interior trim colors plus a smaller keyless entry remote transmitter -- an important change considering how often owners will be using it. Most of the other changes are focused on higher-end trims, such as the new Special Edition, which replaces the Premium model. The Special Edition packages together a 385-watt Harman-Kardon nine-speaker audio system, power moonroof, eight-way power driver seat, and Subaru's Vehicle Dynamics Control stability system, which is now available on all models except the 2.5 GT with the five-speed manual transmission.

Limited models get dual-zone automatic climate control and steering wheel controls, a change that makes its way onto the new 3.0 R base model as well. The 3.0 R model lowers the entry price for Legacys with Subaru's 245-hp 3.0L six-cylinder engine, although no word yet on the exact price. The 3.0 R Limited adds 18-in. wheels as standard equipment; 3.0 R models make do with 17-inchers.

Powertrain choices remain the same as last year. A 170-hp 2.5L four powers 2.5i models while a 243-hp 2.5L turbo four gets 2.5 GT models moving. At the top of the Legacy lineup are 3.0 R models, powered by a 245-hp six-cylinder engine. If you want a diesel packaged with the Legacy's AWD and clean, driver-focused (though small) interior, Subaru is preparing a torquey 2.0L diesel for the 2010 model. Until then, the 2009 Subaru Legacy seems ready to do battle in the midsize-sedan arena.

Source: www.motortrend.com

2008 Jeep Wrangler, by Bill Jackson, www.cars.com

Just as Jeep has expanded its lineup, it's also expanded its classic Wrangler. It gains two more doors, better road manners and more creature comforts, but remains a capable offroad vehicle.

What's good about the Jeep is its cargo area, offroad capability and Spartan interior, plus the fact that it's unique. What's bad about this Jeep is that it comes with a variety of interior features that might discourage some from really getting it dirty.

Exterior
The Unlimited is longer — almost 10 inches longer — than the regular Wrangler; two extra doors will do that to a car. It doesn't look unnaturally long or oddly proportioned, though, which is interesting because it's only about a quarter-inch wider than the two-door version. Usually when a car gets longer but not wider it looks goofy, but the Wrangler doesn't. Thanks to the standard offroad tires on our Rubicon model, though, it rides quite high.

Traditional Jeep styling remains. The grille has the same seven slots as the two-door model, and the fenders flare widely out from the sides. Our test vehicle came with a soft-top and the subsequent array of zippers required to remove it. That zip-off roof is probably the feature that most clearly says "Wrangler"; thanks to consistent rain, I never had a chance to drop the top, but it's the same multi-step process Wrangler devotees are used to.

Interior
As with past Wranglers, the Unlimited values function over form. It's not designed to be a luxury car, so there's a fair bit of exposed metal. The interior surfaces are all hard to the touch, to facilitate cleanup.

The seats are supportive and height-adjustable. As is the case in the two-door Wrangler, there is no dead pedal (an area to the left of the gas and brake pedals) to rest your foot on while driving. Other reviewers have complained about this, but I got used to it after a couple hours on the highway.

One of the things older Jeeps have is a rough-and-ready interior you can hose out when you're done playing — heck, they even put drain plugs in the floor. To keep it contemporary, they also put a navigation system and hard drive in ours, so be careful where you point that hose. In fact, our test model came with a carpet, and finding the drain hole proved impossible for me. Maybe it was there, but if it was I would have needed to cut a hole in the carpet to be sure. It may be a Wrangler, but I wouldn't suggest trying to hose this model out.

The extra length is more noticeable inside. Rear seat space is OK, but the cargo area is huge. I used it to donate some clothes and kitchen items to charity, then later put my bike, tent and sleeping bag in it, and it carried a surprising amount of cargo. The charity items included about nine 18-by-12-by-10-inch boxes, and the bike was a 58-cm road frame, so we're not talking about a bunch of tiny things. Cargo capacity with all the seats in place is 46.4 cu. ft., larger than the Nissan Xterra's 35.2 cu. ft. and the Ford Escape's 29.2 cu. ft.

The soft-top can occasionally slap like a sail at highway speeds, but it didn't happen as consistently in the Wrangler Unlimited as I've experienced in older Jeeps. If that bothers you, there's a hardtop version of the Unlimited that solves that problem.

Going & Stopping
The Jeep felt pretty pokey, both when driving around the city and especially when on the highway. That's partly because of the combination of slow accelerator response and a four-speed automatic transmission. The thing is, the 3.8-liter V-6 makes 202 horsepower and 237 pounds-feet of torque, so there is muscle there, it's just not very quick off the line or when passing at highway speeds. The transmission takes a second to kick down, and when it does there's still more noise than acceleration.

The Wrangler Unlimited gets the same mileage estimates as the two-door version, and it's not great: 15/19 mpg city/highway. Those estimates were consistent with my experience, but again, I didn't drop the top. I should also note that I tend to get better mileage than most of my driving friends.

There are four-wheel-disc antilock brakes, and I found stopping performance to be strong, predictable and easy to modulate. That's a nice thing to have in a vehicle that probably shouldn't be storming down highway off-ramps.

Ride & Handling
I stuck to pavement for the majority of my drive, so I can't speak to the Wrangler Unlimited's credibility as an offroad vehicle. One thing that did surprise me was how nice the ride was. It made short work of the absolutely terrible roads here in Chicago and was comfortable at speed on the highway. There was some wandering from side to side, but it didn't bounce up and down like a porpoise, as older CJ-Series Jeeps did.

The handling was also just OK, but you have to remember that this is a vehicle designed for offroad service. You don't want to take it to a slalom course. One thing that stood out to me and another reviewer was a large amount of play in the steering wheel. The Wrangler Unlimited lacks the pinpoint response of other vehicles, but I got used to it.

Overall, it's a vehicle that demands you pay extra attention to a few things: How fast you're going, where you are in your lane and what's going on around you when you're on the highway. That's not necessarily a bad thing if you're an experienced driver, just know that this car demands more attention than many other cars out there.

Features
What did our rough, tough, rock-bashing machine come with as far as options? A navigation system and the optional Infinity sound system. The navigation system was nice, though I believe I'm in the minority in preferring a knob-based system to this model's touch-screen interface.

I didn't like the Infinity sound system, but it should be noted I'm not an audiophile. I didn't notice any need for a boost in sound when cruising at highway speed with the soft-top attached, but I did notice all the room the subwoofer ate up in the cargo area. Maybe with the top removed the extra oomph from the stereo is warranted — and wanted.

A truly nice touch was the YES Essentials odor- and stain-resistant seat material. I didn't test it extensively, but it's a nice thing to have when you're always out working up a sweat.

Safety
The Insurance Institute for Highway Safety, our preferred source for crash-test data, ranks the Wrangler Unlimited Good in frontal-offset crash tests. Models without side-impact airbags are rated Marginal in side-impact tests. (The front-seat-mounted side airbags are a $490 option, and the Wrangler Unlimited was not tested with them.) IIHS has not tested the Wrangler Unlimited for rear crash protection.

All Jeep Wrangler Unlimiteds come with antilock brakes and an electronic stability system.

Wrangler Unlimited in the Market
The Wrangler Unlimited — all Wranglers, really — hold a rare space in the market. There aren't too many vehicles that let you zip off the top, cruise campus, then go climb a mud wall. For some, those abilities — and its cool factor — forgive all other Wrangler sins. The fact that Wrangler drivers can now more comfortably carry more passengers and gear is just all the better.

This car is an offroad niche vehicle, and it's hard to find fault with how it fills that niche. It's when the Wrangler Unlimited is compared to other small SUV — most notably car-based models — that you start to notice some shortcomings. It's not particularly easy to load stuff into, thanks to a high load floor and a swing-out rear gate that makes loading items a pain. The mileage isn't great, and our test vehicle — while loaded with some nice things — stickered at $34,290.

In the end, I think you have to be honest with yourself before you decide to buy this car. Do you have a real need to go off-road? Do you regularly carry big, bulky items? Is it OK if you're not pampered all the time? If so, the Wrangler Unlimited is worth considering and saving up for — it's designed to fill that niche. But if you need a car for a long highway commute, that's not the niche the Wrangler Unlimited is really best at filling. If you do decide to go that route, just be prepared to make tradeoffs in mileage, high-speed stability in turns and a lack of luxury in the cabin.

Lifted from this source: www.cars.com

2008 Chevrolet Impala SS, by Steve Purdy, TheAutoChannel.com

One of the most enduring automobile model names is 50 years old this year – Chevrolet’s Impala. I remember vividly my brother and I peeking in through the papered-over side window of our small town Chevy dealer in the fall of ’57 and getting a glimpse of the triple taillights embedded in a gracefully curved rear fender and the complex lines of the fresh, new 1958 Chevy Impala, so unlike its predecessor.

Now, here we are 50 years later and there is still an Impala, though very different in every way. That original Impala was the top of the line, full-size Chevrolet which included Bel-Airs and Delrays. Of course, there was only one size then – big. Most were powered by the modest, bullet-proof “stove bolt” in-line 6-cylinder but the small, 283-cubic-inch V8 was becoming more popular and the good folks at Chevy even pressed into service a 348-cubic-inch V8 truck engine for the hot rodders in their customer base. Yes, 1958 was a good year for Chevy.

But I digress. My purpose is to talk about this week’s test car, the 2008 Impala SS. I put a lot of miles on my white one this week and I must say I was quite pleased with it. In terms of appearance, performance and practicality I think it’s a good buy for the $31,500 (destination charge included) price tag.

First, let’s acknowledge that this Impala full-size sedan is a long-in-the-tooth body style. I’m not sure how many years it goes back, but the early ones I thought were a bit homely with a broad red plastic tail and big round lights underneath. The overall shape was OK but the details were less than aesthetically appealing. Over the years that basic body has been updated nicely with sharper edges, a more modern angular rear treatment and a respectably competent-looking front end. Dual, polished stainless steel-tipped exhaust and 18-inch bold aluminum wheels contribute to the performance look of this one. While certainly not an eye-catcher or a head-turner, Impala’s style is clean, up-to-date and attractive.

What makes this one (the SS model) particularly charming is the 5.3-liter, 303-horsepower, small-block V8 engine with active fuel management. Acceleration is brisk and the sound is subtle but inspiring. We do love the rhythmic rumble of a V8 with the throttle open. And, of course, we like to go fast. Mated to a fairly unsophisticated but efficient 4-speed automatic transmission this Impala SS satisfies these whims well, and we got a tad over 20-mpg for our week of hard, varied driving. The EPA estimates the range to be 16-city and 24-highway, so I guess we’re right in the ball park.

As they’ve modernized the Impala the Chevy folks have paid attention to safety issues as well earning the maximum NHTSA 5-Star ratings for driver and passenger frontal crash protection and front seat side impact protection and 4-Star ratings for rear seat crash and rollover protection. Four airbags, daytime running lights, ABS, Stability Control and Traction control all contribute.

Inside the Impala SS feels simple and comfortable. The generous leather seats have little lateral support so this may not be your best choice for an autocross racer. It seems odd that the shifter in the console has no graphics or slotting to indicate shift position. We only know what gear we’re in by the indicator in the instrument panel. Materials are about what we’d expect from a modern Chevy, that is, not particularly luxurious or high-end but of an adequate and reasonably quality. Again, the style and design are simple and attractive. Rear seat passengers will be comfortable as well with plenty of room to spread out.

Handling is not bad; in fact I think it offers a good balance between the inherent harshness of most high-performance sedans and the blandness of a white-bread sedan. This SS features larger anti-sway bars and stiffer spring rates than your run-of-the-mill Impala. On some really rough road surfaces I found it a bit stiff, but with minimal lean in the hard corners and feel of competence overall I’m happy with the suspension.

Of course, the Impala SS comes with GM’s 5-year/100,000-mile powertrain warranty.

So, maybe this new Impala is not so different from the original. It’s a full-size V8 powered stylish sedan for the masses, and an attractive, competent one to boot.

Quick Test: 2008 Volkswagen Passat Turbo

Speed and Grace

Even in a class filled with well-fortified challengers from the U.S., Japan, and South Korea, Volkswagen's Passat Turbo stands out. Its 2.0L four-cylinder engine is unusually muscular, thanks to a turbocharger that helps raise output to 200 hp. Chassis feel is decidedly Germanic: solid, taut, tuned to handle speed effortlessly. And the Passat's European DNA means a clean, sleek exterior shape and a simple, orderly cabin that stands apart from some of the flashier competition.

If you're seeking a four-cylinder, four-door "driver's car," look no further. With the most potent engine in its class, the Passat leaves rivals gasping in its exhaust fumes. Zero to 60 mph takes just 6.7 sec with the available six-speed automatic transmission (a $1075 option). Further, the Passat trips the quarter-mile lights in just 15 sec flat. "The 2.0L turbo is so lovely," says Kiino. "Gobs of torque down low, very smooth, plus good mileage." (The Turbo returns 19 mpg city/28 mpg highway with the automatic.)

The first time you bend the Passat into a corner, you'll know its virtues don't end with its mighty mill. Steering feel is smooth and linear, and the suspension returns plenty of handling prowess (0.83 g) with a ride that never turns harsh. Keep an eye on the speedo: The Passat Turbo does "swift" like Howard Stern does shock. You might not even notice your true pace until those blue lights appear in your rearview mirror.

Yet, for all of its athletic talents, the Passat remains a dutiful family member. There's plenty of room in the cabin, the materials mostly look and feel high-quality (the standard leatherette makes a fine leather substitute, but some gray plastic trim bits look cheap). Climate control is manual, though heated front seats are standard.

Criticisms are mostly minor. The pressurized engine drinks premium fuel only; that equates to about six percent more in annual fuel costs -- a price we're willing to pay to enjoy the Turbo's thrust. The standard "smart key" is an obnoxious little rectangle that, instead of being smart enough to talk to the ignition while still in your pocket, requires insertion into a motorized slot that seems to exist only to break one day. It's needlessly complicated. Also, it's no secret that VW has suffered reliability woes in recent years, though the company insists it's turning things around. (In an effort to back up that claim, VW has recently announced that all 2009 models will come with free scheduled maintenance for three years or 36,000 miles.)

At around $26,000 with the automatic, the Passat Turbo is pricier than some competitors but still a solid value. In fact, you'd have to call that price fair indeed for an "almost 3 Series."

Lifted from this source:

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